My fiancee and I are well acquainted with the ES from Lexus. We selected it as our chariot during our stint in Toronto a couple of years ago for the Canadian International Auto Show.

Not long after that, Lexus Canada was kind enough to send one to try in our own, more familiar environment. This time it was the hybrid version and we thought it would make the perfect vehicle for a day-trip down the South Shore of Nova Scotia.

We both agreed that the ES is a competent vehicle that largely succeeds at its main function: to provide a coddled ride with substantial amounts of luxury included. It’s a great companion for longer drives, is exceptionally quiet and mostly prefers to stay out of your way. There’s nothing wrong with that.

But my fiancee and I are the types that order our Pad Thai extra spicy. Not even extra spicy, but Thai spicy or as spicy as it can possibly be made. Almost every meal with make together includes Scoville levels that would make even the most distinguished hot sauce connoisseur hit the mercy button.

The ES, to us, has always been Pad Thai without the spice; still delicious and perfectly acceptable, but not particularly thrilling.

This is something Lexus has hoped to address with the new ES. Not only has it been given a significant overhaul, but Lexus has been kind enough to plunk down a bottle of hot sauce next to our proverbial plates in the form of the F-Sport package – something previously unavailable on the ES.

Once again, Lexus Canada was kind enough to send the new ES our way, and they included that bottle of hot sauce – the F-Sport package – to boot.

Design-wise, the F-Sport adds rather nice looking 19-inch wheels, a black grille with a very interesting pattern (seriously, take the time to study the detail, it’s quite intricate), along with triple beam LED headlights (all exterior lighting is LED, including the rear turn signals which properly flash an amber colour, not red), a rear spoiler and F-Sport badging. Lexus has hit this design out of the ball park. It looks fantastic from any angle.

If you are the type that prefers a more restrained look, Lexus offers other packages such as the ‘Luxury’ and ‘Ultra Luxury’ packages, which tames the exterior, but still keeps the ES looking handsome and elegant.

Inside, Lexus probably expects the first thing to catch your attention to be the massive 12.3 inch screen fixed atop the dash. But, in my particular tester, the first thing everyone noticed were the intensely red seats with black accents. Personally, I love red leather, and they felt of high quality along with good support. A good feeling and nicely designed steering wheel helps to complete the look which, for an ES, is quite spicy indeed. Though it should be mentioned the red-hot seats were not everyone’s cup of tea.

A sore spot that needs to be discussed is the infotainment system. It is huge, clear, crisp and operates relatively quickly and usually on command, but the manner in which it does so isn’t particularly intuitive. You’d think it would be since it uses a track pad like on a laptop to operate it, but I found it to be overly sensitive and sometimes the ‘curser’ would end up in the exact opposite part of the screen I wanted it to be. It also caused me to take my eyes off the road more than it probably should have. Still, it’s something that you would get used to after learning its mannerisms and the haptic feedback helps as well.

And speaking of screens, the display for the gauges is also clear, and is configurable as well. A cool trick is showing people that the tachometer can magically float in one direction or the other. This is something Lexus first debuted on the LFA supercar. Unfortunately, the LFA is no longer a pursuit of a Lexus, but it’s good to know that bits of it are being incorporated into their every day offerings.

Once everyone first noticed the red seats and the huge screen, their attention was focused on two knobs that protrude just above the fancy gauges. The one of the left turns the traction control off (not something I expect many owners will often do) and the right knob allows you to select the different driving modes available which include Eco, Normal, Sport and Sport+. I’ll get to those modes momentarily.

The new ES is now lower, longer and wider which is half the reason why it looks so good from the outside, but it does make getting in and out a little bit trickier. Still, adjusting the wheelbase makes for more interior room – something which is good whether you’re in front or in the rear.

Powering the ES 350 is a normally aspirated 3.5 litre V6. I’ve been reviewing new vehicles for the past seven years and I have to say, it is a rare treat to be driving a no-nonsense V6 again. Most manufactures are downsizing and adding turbochargers. Thank you for sticking with the tried and true in the ES, Lexus. The unit is good enough for 302 horsepower and 267 pound foot torque mated to an eight-speed automatic. On paper those numbers look enticing but power delivery isn’t done with any sort of urgency. It certainly can’t be called slow, but I would prefer it if, especially in sport mode, the ES reacted with the same gusto I would expect from such a sharp looking car with red seats.

It should be noted that the ES’s power goes to the front-wheels only. This feels like a missed opportunity as consumers are flocking to SUVs and CUVs with the main reason why being attributed to the available all-wheel drive. Adding all-wheel drive to the ES would certainly make it more appealing in the Canadian market.

As has become tradition for my fiancee and I when we have the keys to an ES, we decided to take the it on a road trip. The hour long trek to the valley made us feel like we were like we were somehow more important than we actually are; the ES made sure of that with its ultra-quiet cabin (this may be among the quietest cabins I’ve ever experienced), and a smooth-as-butter ride with the ability to soak up bumps and other imperfections on the road, even with those 19-inch rims with tires that look like they were painted on. Seriously, if comfort is your main priority, look no further than the ES.

Our trip involved the opportunity to take some empty countryside backroads which gave me the opportunity to try out the different drive modes. Sport mode sharpens up the responsiveness of the throttle and steering while adding in the + makes changes to the suspension. While the sport modes don’t suddenly transform the ES into an LFA, this is easily the most responsive and sporty ES I have ever experienced. Hardcore performance enthusiasts should check out the GS-F or the RC-F instead, but for those who get the odd jolt of testosterone behind the wheel ever now and then, the ES is now happy to enable such moments.

Taking a corner in Sport + can now be done with a fair measure of confidence to the driver. Understeer rears its head if you become a bit too spirited, but it largely stays out of the way. Body roll is minimized as well.

In other words, I’m happy to report that the F-Sport package doesn’t merely add in cosmetic enhancements. The adaptive suspension really does help the ES gain credibility to go with the aggressive exterior design.

Eco mode does what you’d expect it to do, which is to say, it neuters the ES in almost every situation. While this would be advantageous to use in shorter trips or stop and go traffic, if fuel efficiency is your main concern, there’s an ES for that and it’s called the ES 300h, with h presumably sanding for hybrid.

Truthfully though, in those moments where you aren’t trying to do your best Andretti impression, the ES is best left in normal mode and it handles normal driving exceptionally well.

Officially, the ES 350’s fuel consumption ratings come in at 10.6 L/100 kms city and 7.2 highway. My real world mixed driving result came in a 9.9 L/100 kms. That’s about where I’d expect a large vehicle with a V6 under the hood to land. A bit of an added bonus is the ES 350 can run on regular fuel.

But there’s no doubt that this is the best ES Lexus has ever made. The vehicle once dismissed as a senior-mobile has had some much needed spiciness injected to it, especially if you opt for the F-Sport package. It looks fantastic, has a great interior, improved driving dynamics and you can still get a trusty V6.

The bland meat and potatoes has been transformed into a deliciously tantalizing Madras curry. And that’s very much a good thing.

My fiancee and I are well acquainted with the ES from Lexus. We selected it as our chariot during our stint in Toronto a couple of years ago for the Canadian International Auto Show.

Not long after that, Lexus Canada was kind enough to send one to try in our own, more familiar environment. This time it was the hybrid version and we thought it would make the perfect vehicle for a day-trip down the South Shore of Nova Scotia.

We both agreed that the ES is a competent vehicle that largely succeeds at its main function: to provide a coddled ride with substantial amounts of luxury included. It’s a great companion for longer drives, is exceptionally quiet and mostly prefers to stay out of your way. There’s nothing wrong with that.

But my fiancee and I are the types that order our Pad Thai extra spicy. Not even extra spicy, but Thai spicy or as spicy as it can possibly be made. Almost every meal with make together includes Scoville levels that would make even the most distinguished hot sauce connoisseur hit the mercy button.

The ES, to us, has always been Pad Thai without the spice; still delicious and perfectly acceptable, but not particularly thrilling.

This is something Lexus has hoped to address with the new ES. Not only has it been given a significant overhaul, but Lexus has been kind enough to plunk down a bottle of hot sauce next to our proverbial plates in the form of the F-Sport package – something previously unavailable on the ES.

Once again, Lexus Canada was kind enough to send the new ES our way, and they included that bottle of hot sauce – the F-Sport package – to boot.

Design-wise, the F-Sport adds rather nice looking 19-inch wheels, a black grille with a very interesting pattern (seriously, take the time to study the detail, it’s quite intricate), along with triple beam LED headlights (all exterior lighting is LED, including the rear turn signals which properly flash an amber colour, not red), a rear spoiler and F-Sport badging. Lexus has hit this design out of the ball park. It looks fantastic from any angle.

If you are the type that prefers a more restrained look, Lexus offers other packages such as the ‘Luxury’ and ‘Ultra Luxury’ packages, which tames the exterior, but still keeps the ES looking handsome and elegant.

Inside, Lexus probably expects the first thing to catch your attention to be the massive 12.3 inch screen fixed atop the dash. But, in my particular tester, the first thing everyone noticed were the intensely red seats with black accents. Personally, I love red leather, and they felt of high quality along with good support. A good feeling and nicely designed steering wheel helps to complete the look which, for an ES, is quite spicy indeed. Though it should be mentioned the red-hot seats were not everyone’s cup of tea.

A sore spot that needs to be discussed is the infotainment system. It is huge, clear, crisp and operates relatively quickly and usually on command, but the manner in which it does so isn’t particularly intuitive. You’d think it would be since it uses a track pad like on a laptop to operate it, but I found it to be overly sensitive and sometimes the ‘curser’ would end up in the exact opposite part of the screen I wanted it to be. It also caused me to take my eyes off the road more than it probably should have. Still, it’s something that you would get used to after learning its mannerisms and the haptic feedback helps as well.

And speaking of screens, the display for the gauges is also clear, and is configurable as well. A cool trick is showing people that the tachometer can magically float in one direction or the other. This is something Lexus first debuted on the LFA supercar. Unfortunately, the LFA is no longer a pursuit of a Lexus, but it’s good to know that bits of it are being incorporated into their every day offerings.

Once everyone first noticed the red seats and the huge screen, their attention was focused on two knobs that protrude just above the fancy gauges. The one of the left turns the traction control off (not something I expect many owners will often do) and the right knob allows you to select the different driving modes available which include Eco, Normal, Sport and Sport+. I’ll get to those modes momentarily.

The new ES is now lower, longer and wider which is half the reason why it looks so good from the outside, but it does make getting in and out a little bit trickier. Still, adjusting the wheelbase makes for more interior room – something which is good whether you’re in front or in the rear.

Powering the ES 350 is a normally aspirated 3.5 litre V6. I’ve been reviewing new vehicles for the past seven years and I have to say, it is a rare treat to be driving a no-nonsense V6 again. Most manufactures are downsizing and adding turbochargers. Thank you for sticking with the tried and true in the ES, Lexus. The unit is good enough for 302 horsepower and 267 pound foot torque mated to an eight-speed automatic. On paper those numbers look enticing but power delivery isn’t done with any sort of urgency. It certainly can’t be called slow, but I would prefer it if, especially in sport mode, the ES reacted with the same gusto I would expect from such a sharp looking car with red seats.

It should be noted that the ES’s power goes to the front-wheels only. This feels like a missed opportunity as consumers are flocking to SUVs and CUVs with the main reason why being attributed to the available all-wheel drive. Adding all-wheel drive to the ES would certainly make it more appealing in the Canadian market.

As has become tradition for my fiancee and I when we have the keys to an ES, we decided to take the it on a road trip. The hour long trek to the valley made us feel like we were like we were somehow more important than we actually are; the ES made sure of that with its ultra-quiet cabin (this may be among the quietest cabins I’ve ever experienced), and a smooth-as-butter ride with the ability to soak up bumps and other imperfections on the road, even with those 19-inch rims with tires that look like they were painted on. Seriously, if comfort is your main priority, look no further than the ES.

Our trip involved the opportunity to take some empty countryside backroads which gave me the opportunity to try out the different drive modes. Sport mode sharpens up the responsiveness of the throttle and steering while adding in the + makes changes to the suspension. While the sport modes don’t suddenly transform the ES into an LFA, this is easily the most responsive and sporty ES I have ever experienced. Hardcore performance enthusiasts should check out the GS-F or the RC-F instead, but for those who get the odd jolt of testosterone behind the wheel ever now and then, the ES is now happy to enable such moments.

Taking a corner in Sport + can now be done with a fair measure of confidence to the driver. Understeer rears its head if you become a bit too spirited, but it largely stays out of the way. Body roll is minimized as well.

In other words, I’m happy to report that the F-Sport package doesn’t merely add in cosmetic enhancements. The adaptive suspension really does help the ES gain credibility to go with the aggressive exterior design.

Eco mode does what you’d expect it to do, which is to say, it neuters the ES in almost every situation. While this would be advantageous to use in shorter trips or stop and go traffic, if fuel efficiency is your main concern, there’s an ES for that and it’s called the ES 300h, with h presumably sanding for hybrid.

Truthfully though, in those moments where you aren’t trying to do your best Andretti impression, the ES is best left in normal mode and it handles normal driving exceptionally well.

Officially, the ES 350’s fuel consumption ratings come in at 10.6 L/100 kms city and 7.2 highway. My real world mixed driving result came in a 9.9 L/100 kms. That’s about where I’d expect a large vehicle with a V6 under the hood to land. A bit of an added bonus is the ES 350 can run on regular fuel.

But there’s no doubt that this is the best ES Lexus has ever made. The vehicle once dismissed as a senior-mobile has had some much needed spiciness injected to it, especially if you opt for the F-Sport package. It looks fantastic, has a great interior, improved driving dynamics and you can still get a trusty V6.

The bland meat and potatoes has been transformed into a deliciously tantalizing Madras curry. And that’s very much a good thing.

I was put in touch with a friend of a friend who was looking to upsize from his Dodge Charger sedan to an SUV with three rows of seating. He felt this was necessary for a couple of reasons:

1) He didn’t like how the rear-wheel drive sedan performed in the snow (which is a fair point, but if fitted with good winter tires rear-wheel drive is perfectly fine in the snow – and a lot more fun too!)

2) He had a baby on the way to join the two little ones he already has.

My efforts to persuade him into minivan territory were predictably unsuccessful.

(Seriously guys, if space is your main priority – whether it be for people or stuff – then a minivan is the smartest way to go. Toyota even offers theirs with all-wheel drive).

He said he heard great things about Subarus, specifically how they tackle Canadian winters. He heard correctly.

Most Subarus come standard with all-wheel drive. And I mean proper all-wheel drive here the power is constantly sent to all four wheels, as opposed to other all-wheel drive systems where all four wheels are only powered if slippage is detected. When fitted with good winter tires, Subarus become quite tank-like in the snow. This was very appealing to him, so he asked if there was anything from the Japanese brand that would fit his requirements.

Unfortunately for him, I had to burst his bubble. The Outback was the largest offering from Subaru at the time. And while he was initially open to it, he was adamant that he needed three rows.

That eliminated Subaru as a brand completely.

He ended up in remaining in the Dodge family in the end and, as far as I know, is still driving around in his Durango today.

Subaru’s lack of a three-row SUV wasn’t an issue I often encountered when dishing out car buying advice, but it did point to a glaring omission in Subaru’s line-up. People believe they need more room than the Outback or the Forester can offer them.

Enter the Subaru Ascent – the brand’s biggest ever SUV, though it’s not its first stab at a three-row SUV. The Tribeca (formerly known as the B9 Tribeca…for some reason) had a go of it back in 2005 and let’s just say, it never really became mainstream (which is a polite way of putting it).

So, that meant if Subaru was going to invest its money into the segment again, it had to be better than good. It had to be damned near perfect.

Subaru Canada was kind enough to send one my way for a week to evaluate its efforts.

On styling, Subaru didn’t take too many chances. It’s somewhat conservative all-around, but still comes off as a handsome design, all while retaining familiar Subaru cues such as the grille and headlights. Walk around to the side of the vehicle and this is where you get an idea of just how big it is. It’s quite long – longer than some of its competitors. Consider that foreshadowing of the next paragraph. Nice looking tail lights and 20-inch wheels help complete the look. There’s bits of chrome here and there to make the design pop a bit more and, if you’re into the sort of thing, the top of the line Premier model adds even more chrome bits.

Getting into the Ascent is easy thanks to a low step in height and doors (both front and rear) that swing wide, leaving you and your frame all the space it needs and more to get yourself inside. And once you’re inside, as alluded to, you’ll be treated with heaps of space. The captain’s chairs in the second row are quite comfy, but it should be noted that the Ascent can be equipped with a second row bench seat instead, transforming the Ascent from a seven seater to an eight seater.

The third row seats, as is the case with most third row seats in SUVs, are a bit of a tight squeeze for adults. Most adults would be fine for shorter trips though, and gaining access to the third row is generally accomplished with ease.

Cargo room is in abundance. There’s a nice wide opening for all your stuff, though the load floor itself is on the higher side. With that said, if you fold all rows down, the argument for the need of a pick-up truck suddenly becomes more hazy. Seriously, the space is absolutely cavernous with both rows folded.

The interior design itself is pleasant both to the eye and to the touch. It feels upscale for a Subaru, which is good considering the Ascent’s price tag. I’m glad Subaru paid special attention to this area. My fiancee spoke highly of the cabin design calling it simple, yet eye-catching. The infotainment does the job, though using the touch screen leaves enough finger prints to make a forensics technician drool. The system is fairly responsive, though I wish the layout was a little clearer.

I’d be remiss if I didn’t mention the cupholders, only because there are literally 19 of them. Yes, 19. And yes, I counted. Even in a situation where an eight-passenger Ascent was fully occupied and all passengers had two drinks each for some reason, there would still be one cupholder free. That’s impressive. But since such a situation seems unlikely, the excess cupholders are best used as storage cubbies.

There’s only one engine and transmission combo available in the Ascent and they are a 2.4 litre flat four which is turbocharged and a continuously variable transmission (CVT). The unit is good for 260 horsepower and 277 pound foot torque available in the low en (2,000 RPM).

If you are an avid reader of CarDriven.ca (if you are, thanks for the support!), you’ll know that this author and CVTs pair together just about as nicely as smoked mackerel and vanilla ice cream. However, I reluctantly admit that CVTs of today are much improved from when they were first introduced, and the CVT in the new Ascent is a good example of that. It largely stays out of the way for normal driving, offering a quite and smooth experience. When pushed, it does become noticeably noisier in the cabin. More sound deadening or further refinement of the transmission is all that’s needed to combat that. Still, the CVT, whose entire reason for being is to ensure you don’t use more fuel than you have to, let’s power loose when directed to. It even has preset gears dialled in, with the ability to cycle through them manually through paddle shifters. I found myself using this feature more than I expected as it felt as if I gained greater control over this huge beast.

I should note that this transmission didn’t seem to like the cold very much. This is an area where the transmission and I found some common ground, but it was quite noticeable from start up. After a couple minutes of driving, the CVT quieted down.

But whatever your thoughts on the transmission, power is generally on tap when you want it, and the Ascent rarely – if ever – felt underpowered. For the record, the Ascent is capable of towing up to 5,000 pounds.

Ride comfort is another forte of this vehicle. The suspension is set up to coddle, so don’t expect any Porsche Cayenne-like handling abilities. That’s not to say the Ascent is a wobbly mess in the bends, just that it prefers you to go buy a WRX instead if that’s your jam. The end result is a smooth-as-silk ride that offers comforts levels that are honestly a bit unexpected in a Subaru. This is a good thing.

Another good thing is that all-wheel drive system which, as predicted, handled a Nova Scotia snow storm with relative ease. If you are unfamiliar with a typical Nova Scotia storm, it typically involves mass amounts of snow, followed by mass amounts of ice pellets, followed by mass amounts of freezing rain, followed by mass amounts of rain, with consistently high winds (why do I live here again?). The only time it got out of sorts was when I first ventured out into the storm and was a bit too cocky – forgetting that while the Ascent has a great all-wheel drive system with good winter tires, its mass and weight still needed to be taken into consideration. It understeered significantly into the first corner I took. I was able to come out of the slide quite easily, but remember, no matter how good an all-wheel drive system is and how good the tires are, it’s all relative to how big and heavy the vehicle is. As such, your driving style must be adjusted accordingly. Having compensated for that after my close encounter with the curb, the Ascent went on to be a bonafide storm champ.

Official fuel consumption ratings come in at 11.6 L/100 kms and 9.0 city. After a week of mixed city-highway driving, my real world consumption figures came in at a rather disappointing 15.2. In fairness, all vehicles tend to perform poorly in winter due to the frigid temperatures and increased likelihood of losing traction in the ice and snow. But even with those things factored in, I still would have expected better. I expect it would do much better in the other three seasons however.

Regardless, Subaru’s first legitimate contender in this recently revived segment is a clear winner. It offers a great all-wheel drive system, above average comfort and quality, good power, and heaps of space and versatility. It also has a bunch of active safety features available depending on the model you choose. It’s quite good, and I have half a mind to let my friend of a friend know that not only has Subaru has finally addressed his concerns, they’ve gone and done it properly.

Ascent Base Price: $35,995

Price As Tested: $48,995

Pros:

Handsome rig

So much space both for people and your stuff

Healthy power available

Smooth, comfortable ride

Cons:

CVT is loud after cold starts

Disappointing real world fuel consumption

High load floor height

Immediate Competition:

Chevrolet Traverse

Dodge Durango

Ford Explorer

GMC Acadia

Honda Pilot

Hyundai Palisade (upcoming)

Kia Telluride (upcoming)

Mazda CX-9

Nissan Pathfinder

Toyota Highlander

Volkswagen Atlas

]]>

A couple years ago, Subaru lost a sale.

I was put in touch with a friend of a friend who was looking to upsize from his Dodge Charger sedan to an SUV with three rows of seating. He felt this was necessary for a couple of reasons:

1) He didn’t like how the rear-wheel drive sedan performed in the snow (which is a fair point, but if fitted with good winter tires rear-wheel drive is perfectly fine in the snow – and a lot more fun too!)

2) He had a baby on the way to join the two little ones he already has.

My efforts to persuade him into minivan territory were predictably unsuccessful.

(Seriously guys, if space is your main priority – whether it be for people or stuff – then a minivan is the smartest way to go. Toyota even offers theirs with all-wheel drive).

He said he heard great things about Subarus, specifically how they tackle Canadian winters. He heard correctly.

Most Subarus come standard with all-wheel drive. And I mean proper all-wheel drive here the power is constantly sent to all four wheels, as opposed to other all-wheel drive systems where all four wheels are only powered if slippage is detected. When fitted with good winter tires, Subarus become quite tank-like in the snow. This was very appealing to him, so he asked if there was anything from the Japanese brand that would fit his requirements.

Unfortunately for him, I had to burst his bubble. The Outback was the largest offering from Subaru at the time. And while he was initially open to it, he was adamant that he needed three rows.

That eliminated Subaru as a brand completely.

He ended up in remaining in the Dodge family in the end and, as far as I know, is still driving around in his Durango today.

Subaru’s lack of a three-row SUV wasn’t an issue I often encountered when dishing out car buying advice, but it did point to a glaring omission in Subaru’s line-up. People believe they need more room than the Outback or the Forester can offer them.

Enter the Subaru Ascent – the brand’s biggest ever SUV, though it’s not its first stab at a three-row SUV. The Tribeca (formerly known as the B9 Tribeca…for some reason) had a go of it back in 2005 and let’s just say, it never really became mainstream (which is a polite way of putting it).

So, that meant if Subaru was going to invest its money into the segment again, it had to be better than good. It had to be damned near perfect.

Subaru Canada was kind enough to send one my way for a week to evaluate its efforts.

On styling, Subaru didn’t take too many chances. It’s somewhat conservative all-around, but still comes off as a handsome design, all while retaining familiar Subaru cues such as the grille and headlights. Walk around to the side of the vehicle and this is where you get an idea of just how big it is. It’s quite long – longer than some of its competitors. Consider that foreshadowing of the next paragraph. Nice looking tail lights and 20-inch wheels help complete the look. There’s bits of chrome here and there to make the design pop a bit more and, if you’re into the sort of thing, the top of the line Premier model adds even more chrome bits.

Getting into the Ascent is easy thanks to a low step in height and doors (both front and rear) that swing wide, leaving you and your frame all the space it needs and more to get yourself inside. And once you’re inside, as alluded to, you’ll be treated with heaps of space. The captain’s chairs in the second row are quite comfy, but it should be noted that the Ascent can be equipped with a second row bench seat instead, transforming the Ascent from a seven seater to an eight seater.

The third row seats, as is the case with most third row seats in SUVs, are a bit of a tight squeeze for adults. Most adults would be fine for shorter trips though, and gaining access to the third row is generally accomplished with ease.

Cargo room is in abundance. There’s a nice wide opening for all your stuff, though the load floor itself is on the higher side. With that said, if you fold all rows down, the argument for the need of a pick-up truck suddenly becomes more hazy. Seriously, the space is absolutely cavernous with both rows folded.

The interior design itself is pleasant both to the eye and to the touch. It feels upscale for a Subaru, which is good considering the Ascent’s price tag. I’m glad Subaru paid special attention to this area. My fiancee spoke highly of the cabin design calling it simple, yet eye-catching. The infotainment does the job, though using the touch screen leaves enough finger prints to make a forensics technician drool. The system is fairly responsive, though I wish the layout was a little clearer.

I’d be remiss if I didn’t mention the cupholders, only because there are literally 19 of them. Yes, 19. And yes, I counted. Even in a situation where an eight-passenger Ascent was fully occupied and all passengers had two drinks each for some reason, there would still be one cupholder free. That’s impressive. But since such a situation seems unlikely, the excess cupholders are best used as storage cubbies.

There’s only one engine and transmission combo available in the Ascent and they are a 2.4 litre flat four which is turbocharged and a continuously variable transmission (CVT). The unit is good for 260 horsepower and 277 pound foot torque available in the low en (2,000 RPM).

If you are an avid reader of CarDriven.ca (if you are, thanks for the support!), you’ll know that this author and CVTs pair together just about as nicely as smoked mackerel and vanilla ice cream. However, I reluctantly admit that CVTs of today are much improved from when they were first introduced, and the CVT in the new Ascent is a good example of that. It largely stays out of the way for normal driving, offering a quite and smooth experience. When pushed, it does become noticeably noisier in the cabin. More sound deadening or further refinement of the transmission is all that’s needed to combat that. Still, the CVT, whose entire reason for being is to ensure you don’t use more fuel than you have to, let’s power loose when directed to. It even has preset gears dialled in, with the ability to cycle through them manually through paddle shifters. I found myself using this feature more than I expected as it felt as if I gained greater control over this huge beast.

I should note that this transmission didn’t seem to like the cold very much. This is an area where the transmission and I found some common ground, but it was quite noticeable from start up. After a couple minutes of driving, the CVT quieted down.

But whatever your thoughts on the transmission, power is generally on tap when you want it, and the Ascent rarely – if ever – felt underpowered. For the record, the Ascent is capable of towing up to 5,000 pounds.

Ride comfort is another forte of this vehicle. The suspension is set up to coddle, so don’t expect any Porsche Cayenne-like handling abilities. That’s not to say the Ascent is a wobbly mess in the bends, just that it prefers you to go buy a WRX instead if that’s your jam. The end result is a smooth-as-silk ride that offers comforts levels that are honestly a bit unexpected in a Subaru. This is a good thing.

Another good thing is that all-wheel drive system which, as predicted, handled a Nova Scotia snow storm with relative ease. If you are unfamiliar with a typical Nova Scotia storm, it typically involves mass amounts of snow, followed by mass amounts of ice pellets, followed by mass amounts of freezing rain, followed by mass amounts of rain, with consistently high winds (why do I live here again?). The only time it got out of sorts was when I first ventured out into the storm and was a bit too cocky – forgetting that while the Ascent has a great all-wheel drive system with good winter tires, its mass and weight still needed to be taken into consideration. It understeered significantly into the first corner I took. I was able to come out of the slide quite easily, but remember, no matter how good an all-wheel drive system is and how good the tires are, it’s all relative to how big and heavy the vehicle is. As such, your driving style must be adjusted accordingly. Having compensated for that after my close encounter with the curb, the Ascent went on to be a bonafide storm champ.

Official fuel consumption ratings come in at 11.6 L/100 kms and 9.0 city. After a week of mixed city-highway driving, my real world consumption figures came in at a rather disappointing 15.2. In fairness, all vehicles tend to perform poorly in winter due to the frigid temperatures and increased likelihood of losing traction in the ice and snow. But even with those things factored in, I still would have expected better. I expect it would do much better in the other three seasons however.

Regardless, Subaru’s first legitimate contender in this recently revived segment is a clear winner. It offers a great all-wheel drive system, above average comfort and quality, good power, and heaps of space and versatility. It also has a bunch of active safety features available depending on the model you choose. It’s quite good, and I have half a mind to let my friend of a friend know that not only has Subaru has finally addressed his concerns, they’ve gone and done it properly.

Things can happen fast in the automotive world when enough criticism is invoked. For instance, when the Kia Forte first debuted its interior was largely panned as being too cheap looking and feeling. Within six months of receiving the criticism, Kia had fitted the Forte which much better interior materials.

Back in 2012 when Honda made a misstep of assuming that people will buy a Civic purely because it’s a Civic, us auto critics panned Honda’s effort for the 2012 model year Civic as being lazy, unrefined, unimaginative, and almost worst than the Civic it replaced. After taking our concerns seriously, Honda had completely re-worked the Civic returning the nameplate to the positive type of reputation it has always enjoyed within just a year.

And when Mazda launched the all-new 2017 Mazda CX-5, the criticism was also fierce. For instance, when I first review it, I threw around terms like ‘premium’ and ‘a class above’. I mentioned that I had formed a “decisively positive opinion” of it, almost immediately.

Okay, okay, those obviously are not criticisms. In fact, if you read or watch any review of the CX-5 almost all will yammer on about how great the vehicle is with its gorgeous lines, premium interior, zoom-zoom inspired performance, and near perfect size.

So why then, after only two model years, has Mazda gone and significantly updated the CX-5 when it continues receives nothing but high praise?

There are a few reasons, but likely the biggest is due to the fact that the CX-5 plays in an extremely competitive and lucrative segment. By now, you’ve likely heard that the whole world has gone mad for SUVs and are perfectly happy to give traditional passenger cars the boot. I have strong opinions on why the whole world is wrong with this one, but I will digress.

So, in order to stay in the fight within this segment, you really need to bring your A-game along with a fair amount of innovation and value.

What has Mazda done to achieve this? Well, not much when it comes to the exterior looks. The 2019 model looks largely the same as the 2017 model. The only real noticeable difference is a different wheel design for upper trim levels. That’s it. And rightfully so, to this author’s mind. Mazda continues to have the sleekest, best looking offering in the segment. No need to mess about with it too much.

Inside is where Mazda dedicated a lot of its time doing updates, by adding a new top of the line trim level called Signature. Mazda’s Signature trim was first introduced on the largest CX-9, and later found its way onto the redesigned 6 sedan. It’s only natural that it found its way onto the CX-5 and don’t be surprised to see it trickle down to the rest of the line eventually.

What the Signature trim adds is even more premium to the already premium looking and feeling interior of the former top GT trim. What do I mean by premium? I’m talking real Abachi wood inserts, cocoa brown Nappa leather seats, ambient LED lighting, power folding side mirrors, a frameless rearview mirror, a digital instrument cluster and the aforementioned new wheels which are 19-inches in a gunmetal finish. It’s all quite lovely but already I have a criticism.

Most of my friends and family who spent time in the new CX-5 agreed it was very nice inside with soft, high quality materials but every person didn’t notice that the seats were actually brown and that the Abachi wood trim was even real wood. The big reason why is due to the colour scheme Mazda chose for my tester. Dark brown and black don’t contrast enough for the human eye to immediately distinguish them. What’s the point in paying for all the extra fancy stuff if it’s barely noticeable in the first place? A contrasting lighter colour such as beige or cream would have made this interior pop a lot more and would provide a lot more justification in spending the extra dough.

One small thing is the fact that the CX-5 in Signature trim offers a head up display. I didn’t even realize it until the last couple of days because the display was positioned way too low. I didn’t have my seat at a low position either and there seemingly is no way to reposition the display.

Otherwise, the CX-5 continues to impress inside with good room in all seating positions and a decent amount of space in the back. Though it should be noted that its competitors offer more space, in some cases, significantly more space.

Another thing that should be noted is the steering wheel (which gets hand stitching in Signature trim) and the infotainment system. The steering wheel itself is fine, and I appreciate that it’s heated, but it only heats the sides of the wheel. I’m not sure if this was done on purpose in an effort to keep the driver’s hands and 10 and 2, but even the most defensive driver will eventually have to touch other parts of the wheel. If you’re going to offer premium features, don’t cheap out by doing the bare minimum.

The infotainment system continues to be painfully dated and unintuitive to use. I understand that since Mazda is a relatively smaller company they may not have the immediate means to update it as quickly as its competitors. However, I would have preferred if they invested the money into updating the infotainment system, rather than spend the money on fancy Signature features, which of course are nice to have, but not strictly necessary. Of note though, the system is at least smart phone compatible now.

The other big change Mazda included for 2019 is a new engine option and it’s a familiar one. The 2.5 turbocharged 4-cylinder found in the CX-9 and 6 is now available in the CX-5. It’s a SkyActiv unit mated to a six-speed automatic. The unit puts out different horsepower figures depending on which grade of fuel you use. If you choose regular fuel power will come in at 227 horsepower. If you choose the fancier stuff, you’ll net 250 horsepower. Torque stays the same at 310 pound feet, regardless. That’s actually the number that most people should be looking at. While it’s cool to be able to increase your horsepower almost on a whim, that torque figure is easily best in class and is readily available at low RPMs. In other words, for most driving scenarios, the torque is doing most of the work – and it’s good to have a lot of it available.

The end result is a much needed boost in power which makes the CX-5 much more competitive in the class. Off-the-line performance is noticeably improved and while the engine emits an odd sound when pushed (it sounds almost like a 5-cylinder), it largely stays out of the way for more leisurely driving. There’s a sport button which opens up the taps a bit more, but to be honest, there isn’t a significant difference.

Another notable update for 2019 comes in the form of updated underpinnings. The front suspension has been re-worked to reduce understeer and new dampers are tasked with keeping you from spilling your tea when traveling over bumps and potholes. There’s also an updated G-Vectoring system which improves steering and uses active braking to control turn-ins (and turn-outs). While I’m sure these have a noticeable impact on dry surfaces, I wasn’t really afforded the opportunity to confirm that theory since the roads in Nova Scotia are filled with potholes and lined with dangerous amounts of salt making any type of spirited driving a risk not worth taking.

Still, we did get at least one storm (comprised of snow, sleet, ice pellets and rain – yes, all within hours of each other…welcome to Nova Scotia…?) which gave me the opportunity to test these new tweaks in adverse conditions. The CX-5 handled most situations a lot more confidently and it even allows you to break the tail end loose for a bit of fun slides in the snow. Uh, not that I condone such behaviour in the middle of a storm. Ahem. It was difficult to get it to lose traction too, but that could be chalked up to the heavy duty winter tires fitted to the tester which, by the way, where among the loudest tires I’ve ever experienced on any vehicle. The road noise was so incredibly intrusive to the cabin. I was willing to overlook it as I believe the added traction is more important.

The new engine is officially rated at 10.8 L/100 kms in the city and 8.7 highway. After a week’s worth of mixed driving, included a road trip down the south shore of Nova Scotia, I returned 10.4 L/100 kms. I would have expected better results, but one must keep in mind the brutally cold temperatures most of Canada has experienced so far this winter, which has an adverse affect of fuel consumption.

But overall, I must say, the new changes to the CX-5 certainly keep it competitive. It’s still one of my top pics in the segment and after having experienced it, my fiancee agrees. In fact, she is now seriously considering the CX-5 as a contender for when she decides to get rid of her Ford Fusion. While I don’t like the SUV trend, the CX-5 would make a solid choice for her as she does a lot of long distance travelling from the city to the country.

But even if your regular travel just includes the city, the CX-5 won’t disappoint.

CX-5 Base Price: $27,918

Price As Tested: $41,400

Pros:

Much needed added power from new unit

Still an impressive performer in the corners

Still right-sized – not too big, not too small

Now smart phone compatible

Cons:

Infotainment badly needs updating

Colour combo for Signature trim makes some premium features unnoticeable

Heated steering wheel only heats half the wheel

Head-up display projected way too low

Immediate Competition:

Chevrolet Equinox

Ford Escape

GMC Terrain

Honda CR-V

Hyundai Tucson

Jeep Cherokee

Kia Sportage

Mitsubishi Outlander

Nissan Rogue

Subaru Forester

Toyota RAV4

Volkswagen Tiguan

]]>

Things can happen fast in the automotive world when enough criticism is invoked. For instance, when the Kia Forte first debuted its interior was largely panned as being too cheap looking and feeling. Within six months of receiving the criticism, Kia had fitted the Forte which much better interior materials.

Back in 2012 when Honda made a misstep of assuming that people will buy a Civic purely because it’s a Civic, us auto critics panned Honda’s effort for the 2012 model year Civic as being lazy, unrefined, unimaginative, and almost worst than the Civic it replaced. After taking our concerns seriously, Honda had completely re-worked the Civic returning the nameplate to the positive type of reputation it has always enjoyed within just a year.

And when Mazda launched the all-new 2017 Mazda CX-5, the criticism was also fierce. For instance, when I first review it, I threw around terms like ‘premium’ and ‘a class above’. I mentioned that I had formed a “decisively positive opinion” of it, almost immediately.

Okay, okay, those obviously are not criticisms. In fact, if you read or watch any review of the CX-5 almost all will yammer on about how great the vehicle is with its gorgeous lines, premium interior, zoom-zoom inspired performance, and near perfect size.

So why then, after only two model years, has Mazda gone and significantly updated the CX-5 when it continues receives nothing but high praise?

There are a few reasons, but likely the biggest is due to the fact that the CX-5 plays in an extremely competitive and lucrative segment. By now, you’ve likely heard that the whole world has gone mad for SUVs and are perfectly happy to give traditional passenger cars the boot. I have strong opinions on why the whole world is wrong with this one, but I will digress.

So, in order to stay in the fight within this segment, you really need to bring your A-game along with a fair amount of innovation and value.

What has Mazda done to achieve this? Well, not much when it comes to the exterior looks. The 2019 model looks largely the same as the 2017 model. The only real noticeable difference is a different wheel design for upper trim levels. That’s it. And rightfully so, to this author’s mind. Mazda continues to have the sleekest, best looking offering in the segment. No need to mess about with it too much.

Inside is where Mazda dedicated a lot of its time doing updates, by adding a new top of the line trim level called Signature. Mazda’s Signature trim was first introduced on the largest CX-9, and later found its way onto the redesigned 6 sedan. It’s only natural that it found its way onto the CX-5 and don’t be surprised to see it trickle down to the rest of the line eventually.

What the Signature trim adds is even more premium to the already premium looking and feeling interior of the former top GT trim. What do I mean by premium? I’m talking real Abachi wood inserts, cocoa brown Nappa leather seats, ambient LED lighting, power folding side mirrors, a frameless rearview mirror, a digital instrument cluster and the aforementioned new wheels which are 19-inches in a gunmetal finish. It’s all quite lovely but already I have a criticism.

Most of my friends and family who spent time in the new CX-5 agreed it was very nice inside with soft, high quality materials but every person didn’t notice that the seats were actually brown and that the Abachi wood trim was even real wood. The big reason why is due to the colour scheme Mazda chose for my tester. Dark brown and black don’t contrast enough for the human eye to immediately distinguish them. What’s the point in paying for all the extra fancy stuff if it’s barely noticeable in the first place? A contrasting lighter colour such as beige or cream would have made this interior pop a lot more and would provide a lot more justification in spending the extra dough.

One small thing is the fact that the CX-5 in Signature trim offers a head up display. I didn’t even realize it until the last couple of days because the display was positioned way too low. I didn’t have my seat at a low position either and there seemingly is no way to reposition the display.

Otherwise, the CX-5 continues to impress inside with good room in all seating positions and a decent amount of space in the back. Though it should be noted that its competitors offer more space, in some cases, significantly more space.

Another thing that should be noted is the steering wheel (which gets hand stitching in Signature trim) and the infotainment system. The steering wheel itself is fine, and I appreciate that it’s heated, but it only heats the sides of the wheel. I’m not sure if this was done on purpose in an effort to keep the driver’s hands and 10 and 2, but even the most defensive driver will eventually have to touch other parts of the wheel. If you’re going to offer premium features, don’t cheap out by doing the bare minimum.

The infotainment system continues to be painfully dated and unintuitive to use. I understand that since Mazda is a relatively smaller company they may not have the immediate means to update it as quickly as its competitors. However, I would have preferred if they invested the money into updating the infotainment system, rather than spend the money on fancy Signature features, which of course are nice to have, but not strictly necessary. Of note though, the system is at least smart phone compatible now.

The other big change Mazda included for 2019 is a new engine option and it’s a familiar one. The 2.5 turbocharged 4-cylinder found in the CX-9 and 6 is now available in the CX-5. It’s a SkyActiv unit mated to a six-speed automatic. The unit puts out different horsepower figures depending on which grade of fuel you use. If you choose regular fuel power will come in at 227 horsepower. If you choose the fancier stuff, you’ll net 250 horsepower. Torque stays the same at 310 pound feet, regardless. That’s actually the number that most people should be looking at. While it’s cool to be able to increase your horsepower almost on a whim, that torque figure is easily best in class and is readily available at low RPMs. In other words, for most driving scenarios, the torque is doing most of the work – and it’s good to have a lot of it available.

The end result is a much needed boost in power which makes the CX-5 much more competitive in the class. Off-the-line performance is noticeably improved and while the engine emits an odd sound when pushed (it sounds almost like a 5-cylinder), it largely stays out of the way for more leisurely driving. There’s a sport button which opens up the taps a bit more, but to be honest, there isn’t a significant difference.

Another notable update for 2019 comes in the form of updated underpinnings. The front suspension has been re-worked to reduce understeer and new dampers are tasked with keeping you from spilling your tea when traveling over bumps and potholes. There’s also an updated G-Vectoring system which improves steering and uses active braking to control turn-ins (and turn-outs). While I’m sure these have a noticeable impact on dry surfaces, I wasn’t really afforded the opportunity to confirm that theory since the roads in Nova Scotia are filled with potholes and lined with dangerous amounts of salt making any type of spirited driving a risk not worth taking.

Still, we did get at least one storm (comprised of snow, sleet, ice pellets and rain – yes, all within hours of each other…welcome to Nova Scotia…?) which gave me the opportunity to test these new tweaks in adverse conditions. The CX-5 handled most situations a lot more confidently and it even allows you to break the tail end loose for a bit of fun slides in the snow. Uh, not that I condone such behaviour in the middle of a storm. Ahem. It was difficult to get it to lose traction too, but that could be chalked up to the heavy duty winter tires fitted to the tester which, by the way, where among the loudest tires I’ve ever experienced on any vehicle. The road noise was so incredibly intrusive to the cabin. I was willing to overlook it as I believe the added traction is more important.

The new engine is officially rated at 10.8 L/100 kms in the city and 8.7 highway. After a week’s worth of mixed driving, included a road trip down the south shore of Nova Scotia, I returned 10.4 L/100 kms. I would have expected better results, but one must keep in mind the brutally cold temperatures most of Canada has experienced so far this winter, which has an adverse affect of fuel consumption.

But overall, I must say, the new changes to the CX-5 certainly keep it competitive. It’s still one of my top pics in the segment and after having experienced it, my fiancee agrees. In fact, she is now seriously considering the CX-5 as a contender for when she decides to get rid of her Ford Fusion. While I don’t like the SUV trend, the CX-5 would make a solid choice for her as she does a lot of long distance travelling from the city to the country.

But even if your regular travel just includes the city, the CX-5 won’t disappoint.

CX-5 Base Price: $27,918

Price As Tested: $41,400

Pros:

Much needed added power from new unit

Still an impressive performer in the corners

Still right-sized – not too big, not too small

Now smart phone compatible

Cons:

Infotainment badly needs updating

Colour combo for Signature trim makes some premium features unnoticeable

I bumped into an old work acquaintance, named Jamie, a few weeks ago while out sampling some particularly delicious ramen. After we both agreed the ramen was fantastic, we naturally moved the conversation along to cars.

I asked him what he was driving these days. The last I knew, he was the owner of a current generation Hyundai Sonata (pre facelift). When he bought the car, he was excited not only about the deal he got (which was something like seven grand off the sticker price), but also the extra goodies Hyundai typically includes in their cars for the same price as the competition. Read: value.

He told me he had been consuming the SUV/CUV kool-aid (my words, not his) so he traded in his Sonata for an SUV, like all the cool kids. I asked what it was that ultimately made him decide to switch vehicle segments. He said he liked the higher seating position, all-wheel drive, and more room for his golf clubs. For the record, the Sonata’s trunk should be able to swallow a standard set of golf clubs, but I digress.

It turned out, Jamie was now the owner of a new Chevy Equinox, with the 2.0 turbocharged engine, for the past year or so. I asked him how he liked it which induced two thumbs up from him. I also asked if he missed Hyundai as a brand and if he considered the Santa Fe before signing on the dotted line for the Equinox. He said yes to both questions and added that the generation of Santa Fe available at the time was tired looking and old-feeling inside. The previous generation Santa Fe was the only offering available at the time and that was the only reason he looked to other brands.

I then took the key fob from the brand new 2019 Santa Fe I was testing that week out of my pocket and dangled it in front of him. He hadn’t realized the new and completely re-worked Santa Fe was already out and hadn’t even seen any pictures online. Naturally, I took him around the corner where it was parked so he could check it out, without the pressure of a sales person.

“What do you think?” I asked.

He sized it up and down from all angles. After a long pause, he said “…I think I like it”. He pointed out that the front end seemed reminiscent of the much smaller Hyundai Kona (which I drove late last year. You can find my review here). Indeed, it is, and to this writer’s mind, the front styling is even better executed on the larger Santa Fe. I know some people don’t like the new “put the headlights where the fog lights would ordinarily be” craze, but I tend to like it. While my taste in car styling is more conservative leaning in nature, I appreciate different design cues which challenge our perception of what “normal” should be when it comes to cars. I’ll admit, the sheer amount of lighting up-front is a bit much, but my old work buddy Jamie agreed the styling certainly made it stand out more than the outgoing model. He also loved the design of the wheels and thought the tail lights, while lit up, where striking. I agree. There’s lots of intricate detail in them. But despite the polarizing styling cues, the Santa Fe still retains the traditional three-box shape that seems to draw people from their sedans in the first place.

Then I opened the door and told him to hop in. That’s when his interest really started to peak. The first thing he did was look up. While the panoramic glass roof is certainly eye-catching, it wasn’t what he was looking at. It was the headliner. I have to admit, I did the exact same thing when I first stepped into the new Santa Fe too. I’m not quite sure what material it is made from, but it is quite premium looking and feeling. I don’t think I’ve ever seen or noticed such nice headliner on a vehicle before. I told him if he liked the look of the headliner, he should take a look at the speakers in the door.

“WHOA! That’s so cool!” he said after realizing the speakers have almost a 3D diamond-like pattern to them. He said at first, he thought it was just fancy material along the door panel and didn’t realize it was actually the speakers.

After touching such things as the steering wheel, the gear shifter, rummaging through the centre bin and molesting the headliner once more, he concluded that Hyundai had surpassed his expectations.

Indeed, the new Santa Fe, from an exterior and interior styling standpoint, deserves high praise. It’s unique and premium feeling and returns the old feeling of “value” that most Hyundai vehicles tend to represent.

The eight-inch screen, while placed a bit too high for my liking with some buttons and knobs placed way out of reach of the driver, continues to be intuitive and easy to use. It also is Apple CarPlay and Android Apple compatible.

It feels airy inside thanks to that panoramic roof. Head, leg and knee room is plentiful no matter which seat you are relegated to and the reclining rear seats, which are also heated, helps to pamper rear seat passengers. Of course, those seats fold to expand the cargo area from just under 36 cubic feet to 71 cubic feet, making for a truly cavernous area.

My fully loaded ‘Ultimate’ trim came with nice perks such as the aforementioned eight-inch infotainment screen with nav (it’s seven inches in lower trims), a power lift-gate, wireless phone charging, a surround view camera system, and a rather clean and crisp looking head-up display.

The new Santa Fe can be had with two engines: a normally aspirated 2.5 four cylinder which puts out 185 horsepower and 178 pound foot torque or there’s a turbocharge four making 235 horses and 260 pound foot torque. The latter is only available in the upper trim levels and thus, is what was sitting the in the engine bay of my tester. Both engines are mated to an eight-speed automatic.

Without having tried the 2.5, I can still say with a fair measure of confidence that the 2.0T is the engine you’ll want. While it is certainly a capable engine for most driving situations, I found that it doesn’t translate into quick, off-the-line starts. As a result, the Santa Fe prefers you to take it easy most of the time, but is willing to comply if it must. I also found the Santa Fe noticeably ran out of juice at the top end of the rev range. If this is the case for the most powerful engine available, then it’s logical to conclude the 2.5 would feel even less eager.

For comparison, Greg’s 2018 Chevy Equinox is also equipped with a 2.0T engine. Both engines have identical torque figures, but the Equinox has the advantage with 252 horses. I drove the 2018 Equinox 2.0T, and found it to be a more eager companion than Hyundai’s unit. Still, that doesn’t mean that the 2.0T from Hyundai is a slouch by any means. It just does not have the same gusto as the offering from Chevy.

It should be noted that Hyundai does not list the Equinox as a main competitor of the Santa Fe. From bow-tie brand it lists the all-new Blazer as one of the Santa Fe’s main competition. It should also be noted that the new Blazer can be had with a V6 churning out 305 horses from its top unit. I had to admit to Greg that I found the engine-transmission combo in his Equinox to be more compelling, but for most, this unit should to the trick.

On the road, whether its in town or on the highway, the Santa Fe has good and predictable mannerisms. Pair that with excellent outward visibility and you’ve got yourself an SUV that is easy to live with day to day. There is little wind noise and with the engine happy to stay out of the way, the ride is also on the quieter side. The chassis appears to be more refined and the suspension is more compliant without the ‘hollow’ feel of Hyundais of the past.

There are different drive modes, but like most drive modes now a days, it’s probably best to just keep it in normal mode. Eco neuters the experience a bit too much and sport mode merely gives an impersonation of sporty-ness – not the real thing. Keep it in normal and you’ll be fine.

Highway driving is a breeze, especially since Hyundai has packed the trop trim (leaving some good safety features as standard on lower trims), such as the aforementioned head-up display, very good LED lighting, adaptive cruise control, blind spot monitoring and more.

With the 2.0T engine, the Santa Fe is officially rated at 12.3 L/100 kms city and 9.3 highway. After a week of mixed driving, my real world fuel consumption came in at 10.8. That’s not terrible considering the Santa Fe’s new growth in size.

In the end, I asked Greg if he would have taken the new Santa Fe, had it been available at the time he was shopping over the Equinox. I admit, that was a bit of an unfair question since he hadn’t yet driven the new Santa Fe, but he admitted it would have peaked his interest a lot more. He likes his Equinox, but admitted the latest Santa Fe was quite appealing to him.

And no one can fault him for that because the new Santa Fe indeed is indeed quite appealing. In true Hyundai fashion it offers good value, now with a more compliant ride and added premium feel.

In other words, Greg can be forgiven for not giving the new Santa Fe a shot while he was buying since it wasn’t out yet. You can’t. If you’re in the market, make sure the new Santa Fe is on your shopping list.

Santa Fe Base Price: $28,999

Price As Tested: $46,904

Pros:

Kona-like styling better executed on Santa Fe

Unique premium features in top trims

Great outward visibility, easy to live with day-to-day

Improved refinement and quietness

Cons:

Top engine can feel underwhelming at times

Drive modes are fairly pointless

Some controls out of reach of driver

Immediate Competition:

Chevrolet Blazer

Ford Edge

GMC Acadia

Honda CR-V

Kia Sorento

Mitsubishi Outlander

Nissan Murano

Toyota RAV4

Volkwagen Tiguan

]]>

I bumped into an old work acquaintance, named Jamie, a few weeks ago while out sampling some particularly delicious ramen. After we both agreed the ramen was fantastic, we naturally moved the conversation along to cars.

I asked him what he was driving these days. The last I knew, he was the owner of a current generation Hyundai Sonata (pre facelift). When he bought the car, he was excited not only about the deal he got (which was something like seven grand off the sticker price), but also the extra goodies Hyundai typically includes in their cars for the same price as the competition. Read: value.

He told me he had been consuming the SUV/CUV kool-aid (my words, not his) so he traded in his Sonata for an SUV, like all the cool kids. I asked what it was that ultimately made him decide to switch vehicle segments. He said he liked the higher seating position, all-wheel drive, and more room for his golf clubs. For the record, the Sonata’s trunk should be able to swallow a standard set of golf clubs, but I digress.

It turned out, Jamie was now the owner of a new Chevy Equinox, with the 2.0 turbocharged engine, for the past year or so. I asked him how he liked it which induced two thumbs up from him. I also asked if he missed Hyundai as a brand and if he considered the Santa Fe before signing on the dotted line for the Equinox. He said yes to both questions and added that the generation of Santa Fe available at the time was tired looking and old-feeling inside. The previous generation Santa Fe was the only offering available at the time and that was the only reason he looked to other brands.

I then took the key fob from the brand new 2019 Santa Fe I was testing that week out of my pocket and dangled it in front of him. He hadn’t realized the new and completely re-worked Santa Fe was already out and hadn’t even seen any pictures online. Naturally, I took him around the corner where it was parked so he could check it out, without the pressure of a sales person.

“What do you think?” I asked.

He sized it up and down from all angles. After a long pause, he said “…I think I like it”. He pointed out that the front end seemed reminiscent of the much smaller Hyundai Kona (which I drove late last year. You can find my review here). Indeed, it is, and to this writer’s mind, the front styling is even better executed on the larger Santa Fe. I know some people don’t like the new “put the headlights where the fog lights would ordinarily be” craze, but I tend to like it. While my taste in car styling is more conservative leaning in nature, I appreciate different design cues which challenge our perception of what “normal” should be when it comes to cars. I’ll admit, the sheer amount of lighting up-front is a bit much, but my old work buddy Jamie agreed the styling certainly made it stand out more than the outgoing model. He also loved the design of the wheels and thought the tail lights, while lit up, where striking. I agree. There’s lots of intricate detail in them. But despite the polarizing styling cues, the Santa Fe still retains the traditional three-box shape that seems to draw people from their sedans in the first place.

Then I opened the door and told him to hop in. That’s when his interest really started to peak. The first thing he did was look up. While the panoramic glass roof is certainly eye-catching, it wasn’t what he was looking at. It was the headliner. I have to admit, I did the exact same thing when I first stepped into the new Santa Fe too. I’m not quite sure what material it is made from, but it is quite premium looking and feeling. I don’t think I’ve ever seen or noticed such nice headliner on a vehicle before. I told him if he liked the look of the headliner, he should take a look at the speakers in the door.

“WHOA! That’s so cool!” he said after realizing the speakers have almost a 3D diamond-like pattern to them. He said at first, he thought it was just fancy material along the door panel and didn’t realize it was actually the speakers.

After touching such things as the steering wheel, the gear shifter, rummaging through the centre bin and molesting the headliner once more, he concluded that Hyundai had surpassed his expectations.

Indeed, the new Santa Fe, from an exterior and interior styling standpoint, deserves high praise. It’s unique and premium feeling and returns the old feeling of “value” that most Hyundai vehicles tend to represent.

The eight-inch screen, while placed a bit too high for my liking with some buttons and knobs placed way out of reach of the driver, continues to be intuitive and easy to use. It also is Apple CarPlay and Android Apple compatible.

It feels airy inside thanks to that panoramic roof. Head, leg and knee room is plentiful no matter which seat you are relegated to and the reclining rear seats, which are also heated, helps to pamper rear seat passengers. Of course, those seats fold to expand the cargo area from just under 36 cubic feet to 71 cubic feet, making for a truly cavernous area.

My fully loaded ‘Ultimate’ trim came with nice perks such as the aforementioned eight-inch infotainment screen with nav (it’s seven inches in lower trims), a power lift-gate, wireless phone charging, a surround view camera system, and a rather clean and crisp looking head-up display.

The new Santa Fe can be had with two engines: a normally aspirated 2.5 four cylinder which puts out 185 horsepower and 178 pound foot torque or there’s a turbocharge four making 235 horses and 260 pound foot torque. The latter is only available in the upper trim levels and thus, is what was sitting the in the engine bay of my tester. Both engines are mated to an eight-speed automatic.

Without having tried the 2.5, I can still say with a fair measure of confidence that the 2.0T is the engine you’ll want. While it is certainly a capable engine for most driving situations, I found that it doesn’t translate into quick, off-the-line starts. As a result, the Santa Fe prefers you to take it easy most of the time, but is willing to comply if it must. I also found the Santa Fe noticeably ran out of juice at the top end of the rev range. If this is the case for the most powerful engine available, then it’s logical to conclude the 2.5 would feel even less eager.

For comparison, Greg’s 2018 Chevy Equinox is also equipped with a 2.0T engine. Both engines have identical torque figures, but the Equinox has the advantage with 252 horses. I drove the 2018 Equinox 2.0T, and found it to be a more eager companion than Hyundai’s unit. Still, that doesn’t mean that the 2.0T from Hyundai is a slouch by any means. It just does not have the same gusto as the offering from Chevy.

It should be noted that Hyundai does not list the Equinox as a main competitor of the Santa Fe. From bow-tie brand it lists the all-new Blazer as one of the Santa Fe’s main competition. It should also be noted that the new Blazer can be had with a V6 churning out 305 horses from its top unit. I had to admit to Greg that I found the engine-transmission combo in his Equinox to be more compelling, but for most, this unit should to the trick.

On the road, whether its in town or on the highway, the Santa Fe has good and predictable mannerisms. Pair that with excellent outward visibility and you’ve got yourself an SUV that is easy to live with day to day. There is little wind noise and with the engine happy to stay out of the way, the ride is also on the quieter side. The chassis appears to be more refined and the suspension is more compliant without the ‘hollow’ feel of Hyundais of the past.

There are different drive modes, but like most drive modes now a days, it’s probably best to just keep it in normal mode. Eco neuters the experience a bit too much and sport mode merely gives an impersonation of sporty-ness – not the real thing. Keep it in normal and you’ll be fine.

Highway driving is a breeze, especially since Hyundai has packed the trop trim (leaving some good safety features as standard on lower trims), such as the aforementioned head-up display, very good LED lighting, adaptive cruise control, blind spot monitoring and more.

With the 2.0T engine, the Santa Fe is officially rated at 12.3 L/100 kms city and 9.3 highway. After a week of mixed driving, my real world fuel consumption came in at 10.8. That’s not terrible considering the Santa Fe’s new growth in size.

In the end, I asked Greg if he would have taken the new Santa Fe, had it been available at the time he was shopping over the Equinox. I admit, that was a bit of an unfair question since he hadn’t yet driven the new Santa Fe, but he admitted it would have peaked his interest a lot more. He likes his Equinox, but admitted the latest Santa Fe was quite appealing to him.

And no one can fault him for that because the new Santa Fe indeed is indeed quite appealing. In true Hyundai fashion it offers good value, now with a more compliant ride and added premium feel.

In other words, Greg can be forgiven for not giving the new Santa Fe a shot while he was buying since it wasn’t out yet. You can’t. If you’re in the market, make sure the new Santa Fe is on your shopping list.

You may have heard that the domestic auto manufacturers have recently decided to put many of their chips into one basket. Crossovers and SUVs are the money maker these days and manufacturers such as Ford and GM are betting the appetite for traditional passenger cars will bite the dust quicker than the Lincoln Blackwood. As an FYI, if you’ve never even heard of the Blackwood, no one could blame you. 2002 was the first, last and only year it sold in America, AKA truck country.

So it isn’t particularly surprising that GM saw fit to invest in and rejig its SUV lineup. For the Terrain, the smallest offering wearing the GMC badge, that meant making it smaller and more car-like.

Wait, what?

That’s right, when it comes to the Terrain, GM is getting rid of actual passenger cars in favour of an SUV that drives like a passenger car. Which is a bit like asking for your chicken vindaloo to be made extra mild. What’s even the point?

Before we dive deeper into that head scratcher, let’s address the exterior styling because that is something most can agree GM got right. The new look is sleeker and more modernized. As mentioned, it is smaller than the outgoing model and with a loss of three inches in length and nearly six inches in wheelbase, it certainly looks it compared to the old model. But to my eye, that helps streamline the look.

Gone are the chunky edges and squared off fenders in favour of more curves and creases. The large C-shaped LED daytime running lights wrapped around LED headlights (only available on Denali trim) help the Terrain to look a bit more premium as does the chrome mesh grille (also exclusive to Denali). It has a lower and longer hood, redesigned wheels and has LED tail lights which mimic the headlights. Unfortunately there are no LED brake lights or turn indicators. GM has a particularly bad habit of omitting LEDs where they probably should be, especially in their premium offerings.

Despite being less utilitarian looking, the new Terrain still looks like an SUV, and that was likely crucial in order to get people out of their traditional passenger cars.

The redesigned interior is pleasant looking, especially with my tester’s light platinum taupe perforated leather seats. They help to brighten up the cabin and are generally comfortable. My only gripes are that both the driver and passenger seats could benefit from more thigh support and the light leather shows dirt and dust easily. They also seem to be the victim of stains from dark jeans, which gives them a blueish tint.

The new steering wheel feels good in your hands, though I wish GM had continued the tradition of replacing the GMC logo with the Denali logo – that made it feel a bit more special, but look closely and you’ll notice ‘Denali’ is embroiled into the surrounding trim. Lots of extra goodies such as a heated steering wheel, heated and cooled seats, wood and aluminum accents and more are standard with the Denali trim.

The elephant in the room is indeed the way the transmission operates. Gone is the traditional lever in favour of a series of buttons on the lower portion of the centre stack. Now, I’m not one of those baby boomers who bask in complaining about such things. Contrary to what my fellow baby boomer car-writers often whine about, I don’t find it particularly difficult to push a button to operate the transmission. I’m not an anti-push-button guy when it comes to gear selectors. I did, however, end up pushing the wrong button a few times by accident. While reversing I would go to hit the drive button to take off, but would accidentally hit the park button which brought the Terrain to an abrupt halt. Admittedly, GMC likely made a few buttons as levers in order to help alleviate that but it does require you to still look down to see which button/lever you are operating. By the end of the week I got used to the set up, but my only criticism would be their placement. They should be higher up on the console in order to see them better and some buttons are further out of reach from the driver than they should be. Also, believe it or not, you can shift gears manually with this set up, but the upshift and downshift buttons are tacked onto the low-gear button as an afterthought and they are comically small.

Still, as mentioned, the buttons are eventually easy to get used to and the main purpose of going this route in the first place is to free up more room. As a result, the centre console is expanded and there’s more room for the cup holders and additional storage cubbies.

The updated infotainment screen continues to be well-sorted and responsive. The new graphics make it look fresh and it is still quite intuitive to use. And yes, Apple CarPlay and Android Auto compatibility is available.

Even though wheelbase has been shortened, interior room doesn’t feel noticeably diminished. A duo of average sized adults will still fit comfortably back there, and they will be very appreciative of the rear heated seats, as was my aunt who was visiting from Toronto. Cargo room is down from the previous generation, but again, this didn’t seem to be an issue as her large suitcase and two carry-on bags fit just fine with no need to lower the rear seats. However, if we did have to fold them, GMC has now engineered them to fold completely flat.

The fact that the Terrain seems to do the job just as well as the outgoing model, while being smaller, would seem to suggest that the original Terrain was designed to be far too big to begin with. GMC may be starting to realize that bigger isn’t always better.

And they applied that thinking to the engine bay. Gone is the optional 3.6 litre V6 that produced 301 horsepower and 272 pound foot torque, which used to be standard in Denali trim. They have now favoured downsizing to a 2.0 litre four cylinder that is turbocharged and mated to a new nine-speed automatic. It’s good for 252 horses and 260 pound foot torque, so power is down too. But again, this new engine fitted to this new body style is just plain better. Before, the Terrain felt like a Great Dane trying to get itself up from a good night’s sleep when it took off the line. Now, it feels much more spritely, like a young Golden Retriever playing its first game of fetch for the day. Again, less is more it seems. The new Terrain is responsive off the line – perhaps a bit too much in some instances as I found myself unintentionally spinning the tires a few times off the line. That’s a good problem to have in my books.

On the road, the Terrain behaves competently and balances comfort with performance decently. You won’t often feel bumps or imperfections in the roads, but you aren’t necessarily wafting over them or through corners either. Being an SUV that has been made more car-like helps both with comfort and handling. You can now throw the Terrain into a corner much more confidently. Don’t get me wrong, the Terrain isn’t prioritized to be a performance vehicle, it’s still an SUV and as such it still has numb steering with a vague on centre feel, along with a touch of body roll, but it’s much more stable than the outgoing version.

On the highway, the Terrain quiets down and glides its way through. The head-up display is easy on the eyes and keeps those same eyes largely on the road with which great. Other nice features for long-distance driving include blind-spot monitoring, lane keep assist and, new for 2019, adaptive cruise control and pedestrian detection. Kudos to GMC for adding the latter features finally, but truthfully, they should have been added long ago.

Official fuel consumption ratings come in at 11.2 L/100 kms in the city and 9.0 on the highway. After a week’s worth of mixed driving, in mixed weather conditions, I averaged 10.3. That isn’t too bad.

And the new Terrain itself isn’t too bad. In fact, it’s quite good now that it’s more car-like. And that it likely why GMC decided to make it so. Even though everyone thinks they want an SUV, most don’t consider the consequences of owning one which includes a clunky, jittery ride, lacklustre performance, lots more fuel consumption etc. People just like the idea of showing off a rugged lifestyle even though their lifestyle is far from it. In other words, they want an SUV that drives like a car. And that’s something GM likely caught onto.

So if you’re looking for a true SUV you won’t find it in this version of the Terrain. But if you’re looking for an SUV that looks the part all while delivering a car-like ride with premium goodies, decent interior room and a good fuel consumption, then the Terrain Denali is certainly worthy of your consideration.

Terrain Base Price: $30,800

Price As Tested: $44,745

Pros:

Improved exterior

Interior not compromised despite smaller exterior

Zippy 2.0T engine

Much more composed on-road manners

Cons:

Denali trim doesn’t feel as special anymore

Gear selector takes some getting used to

Seats difficult to keep clean/free of stains

No LED brake lights or turn signals

Immediate Competition:

Chevrolet Equinox

Honda CR-V

Hyundai Santa Fe

Kia Sorrento

Mazda CX-5

Mitsubishi Outlander

Nissan Rogue

Subaru Forester

Volkswagen Tiguan

]]>

You may have heard that the domestic auto manufacturers have recently decided to put many of their chips into one basket. Crossovers and SUVs are the money maker these days and manufacturers such as Ford and GM are betting the appetite for traditional passenger cars will bite the dust quicker than the Lincoln Blackwood. As an FYI, if you’ve never even heard of the Blackwood, no one could blame you. 2002 was the first, last and only year it sold in America, AKA truck country.

So it isn’t particularly surprising that GM saw fit to invest in and rejig its SUV lineup. For the Terrain, the smallest offering wearing the GMC badge, that meant making it smaller and more car-like.

Wait, what?

That’s right, when it comes to the Terrain, GM is getting rid of actual passenger cars in favour of an SUV that drives like a passenger car. Which is a bit like asking for your chicken vindaloo to be made extra mild. What’s even the point?

Before we dive deeper into that head scratcher, let’s address the exterior styling because that is something most can agree GM got right. The new look is sleeker and more modernized. As mentioned, it is smaller than the outgoing model and with a loss of three inches in length and nearly six inches in wheelbase, it certainly looks it compared to the old model. But to my eye, that helps streamline the look.

Gone are the chunky edges and squared off fenders in favour of more curves and creases. The large C-shaped LED daytime running lights wrapped around LED headlights (only available on Denali trim) help the Terrain to look a bit more premium as does the chrome mesh grille (also exclusive to Denali). It has a lower and longer hood, redesigned wheels and has LED tail lights which mimic the headlights. Unfortunately there are no LED brake lights or turn indicators. GM has a particularly bad habit of omitting LEDs where they probably should be, especially in their premium offerings.

Despite being less utilitarian looking, the new Terrain still looks like an SUV, and that was likely crucial in order to get people out of their traditional passenger cars.

The redesigned interior is pleasant looking, especially with my tester’s light platinum taupe perforated leather seats. They help to brighten up the cabin and are generally comfortable. My only gripes are that both the driver and passenger seats could benefit from more thigh support and the light leather shows dirt and dust easily. They also seem to be the victim of stains from dark jeans, which gives them a blueish tint.

The new steering wheel feels good in your hands, though I wish GM had continued the tradition of replacing the GMC logo with the Denali logo – that made it feel a bit more special, but look closely and you’ll notice ‘Denali’ is embroiled into the surrounding trim. Lots of extra goodies such as a heated steering wheel, heated and cooled seats, wood and aluminum accents and more are standard with the Denali trim.

The elephant in the room is indeed the way the transmission operates. Gone is the traditional lever in favour of a series of buttons on the lower portion of the centre stack. Now, I’m not one of those baby boomers who bask in complaining about such things. Contrary to what my fellow baby boomer car-writers often whine about, I don’t find it particularly difficult to push a button to operate the transmission. I’m not an anti-push-button guy when it comes to gear selectors. I did, however, end up pushing the wrong button a few times by accident. While reversing I would go to hit the drive button to take off, but would accidentally hit the park button which brought the Terrain to an abrupt halt. Admittedly, GMC likely made a few buttons as levers in order to help alleviate that but it does require you to still look down to see which button/lever you are operating. By the end of the week I got used to the set up, but my only criticism would be their placement. They should be higher up on the console in order to see them better and some buttons are further out of reach from the driver than they should be. Also, believe it or not, you can shift gears manually with this set up, but the upshift and downshift buttons are tacked onto the low-gear button as an afterthought and they are comically small.

Still, as mentioned, the buttons are eventually easy to get used to and the main purpose of going this route in the first place is to free up more room. As a result, the centre console is expanded and there’s more room for the cup holders and additional storage cubbies.

The updated infotainment screen continues to be well-sorted and responsive. The new graphics make it look fresh and it is still quite intuitive to use. And yes, Apple CarPlay and Android Auto compatibility is available.

Even though wheelbase has been shortened, interior room doesn’t feel noticeably diminished. A duo of average sized adults will still fit comfortably back there, and they will be very appreciative of the rear heated seats, as was my aunt who was visiting from Toronto. Cargo room is down from the previous generation, but again, this didn’t seem to be an issue as her large suitcase and two carry-on bags fit just fine with no need to lower the rear seats. However, if we did have to fold them, GMC has now engineered them to fold completely flat.

The fact that the Terrain seems to do the job just as well as the outgoing model, while being smaller, would seem to suggest that the original Terrain was designed to be far too big to begin with. GMC may be starting to realize that bigger isn’t always better.

And they applied that thinking to the engine bay. Gone is the optional 3.6 litre V6 that produced 301 horsepower and 272 pound foot torque, which used to be standard in Denali trim. They have now favoured downsizing to a 2.0 litre four cylinder that is turbocharged and mated to a new nine-speed automatic. It’s good for 252 horses and 260 pound foot torque, so power is down too. But again, this new engine fitted to this new body style is just plain better. Before, the Terrain felt like a Great Dane trying to get itself up from a good night’s sleep when it took off the line. Now, it feels much more spritely, like a young Golden Retriever playing its first game of fetch for the day. Again, less is more it seems. The new Terrain is responsive off the line – perhaps a bit too much in some instances as I found myself unintentionally spinning the tires a few times off the line. That’s a good problem to have in my books.

On the road, the Terrain behaves competently and balances comfort with performance decently. You won’t often feel bumps or imperfections in the roads, but you aren’t necessarily wafting over them or through corners either. Being an SUV that has been made more car-like helps both with comfort and handling. You can now throw the Terrain into a corner much more confidently. Don’t get me wrong, the Terrain isn’t prioritized to be a performance vehicle, it’s still an SUV and as such it still has numb steering with a vague on centre feel, along with a touch of body roll, but it’s much more stable than the outgoing version.

On the highway, the Terrain quiets down and glides its way through. The head-up display is easy on the eyes and keeps those same eyes largely on the road with which great. Other nice features for long-distance driving include blind-spot monitoring, lane keep assist and, new for 2019, adaptive cruise control and pedestrian detection. Kudos to GMC for adding the latter features finally, but truthfully, they should have been added long ago.

Official fuel consumption ratings come in at 11.2 L/100 kms in the city and 9.0 on the highway. After a week’s worth of mixed driving, in mixed weather conditions, I averaged 10.3. That isn’t too bad.

And the new Terrain itself isn’t too bad. In fact, it’s quite good now that it’s more car-like. And that it likely why GMC decided to make it so. Even though everyone thinks they want an SUV, most don’t consider the consequences of owning one which includes a clunky, jittery ride, lacklustre performance, lots more fuel consumption etc. People just like the idea of showing off a rugged lifestyle even though their lifestyle is far from it. In other words, they want an SUV that drives like a car. And that’s something GM likely caught onto.

So if you’re looking for a true SUV you won’t find it in this version of the Terrain. But if you’re looking for an SUV that looks the part all while delivering a car-like ride with premium goodies, decent interior room and a good fuel consumption, then the Terrain Denali is certainly worthy of your consideration.

After having abandoned the segment not long ago, the big three domestic manufacturers have looked at their crystal balls and now envision mid-size pick-up trucks to be quite lucrative. That’s why General Motors invested the money needed to revamp the Canyon and Colorado, it’s why Ford is bringing back the Ranger and why even a company like Hyundai wants to get in on the action with their first ever pick-up truck.

But Toyota has held steady with its offering for a while now. Sales continue to be strong for the Tacoma, despite the fact that it is once again starting to get a tad long in the tooth.

A big reason why Toyota may feel it can solider on in an increasingly crowded marketplace with its current offering largely unchanged is both durability and resale value. Just ask a current Tacoma owner about their experience and they’ll likely talk your ear off about how indestructible Toyota trucks seem to be.

Still, with new competitors emerging, Toyota needs to remain competitive. One trick the folks at Toyota has always had up their sleeve comes from their in-house Toyota Racing Division (TRD). But in this case, they haven’t applied their talents to making the Tacoma a street racing sleeper.

The TRD Pro trims of Toyota trucks have long been a favourite of those who like to use their trucks for more than a grocery getter or Kent lumbar hauling champion. It gives much more credibility to the term, “off-roader”.

And if you’re going to have a tried, tested and true truck truly (hooray for alliteration!) compete where the pavement ends, it should probably look the part. Toyota has certainly delivered on that end.

If it isn’t the new-for-2019 Voodoo Blue paint job that catches your eyes, it’s likely all the bulked up offloading bits, including the hard-to-ignore black tube that runs up the passenger side A-pillar. Your best guess is likely that it’s a snorkel for all those times you’ve been tempted to wade into a river with your truck, but it isn’t. It’s actually called a “desert air intake” and what it’s designed to do is funnel out all the dirt, dust and grime you’re sure too encounter while off-roading from the engine bay. That, and it just looks kinda cool. It isn’t an option and it even isn’t an accessory. If you opt for the TRD Pro trim with the Tacoma, it comes standard.

Other enhancements include beefy off-road tires wrapped around nice looking black 16-inch alloy wheels, an enhanced ride-hight, and a new TRD stamped aluminum front skid plate (there’s lots of TRD decals everywhere). Other new exterior features include black stainless steel exhaust tips and you can even have a sunroof now. Huzzah! You can even get LED fog-lamps as well, courtesy of Rigid Industries. There’s LED daytime running lights too, but if you’re looking for any actual performance lighting from the headlights, you’re still out of luck. No LED headlights are available, not even HID headlights are available. This feels like a huge oversight as those doing hardcore off-roading would likely appreciate the enhanced lighting abilities. If you’re going to go through to trouble of providing high-quality LED fogs, then naturally the first-step would be to address the actual headlights themselves, but I digress.

Overall, this truck looks fantastically rugged. This author is a particular fan of the colour, too, along with the heritage ‘TOYOTA’ marking on the front grille which replaces the Toyota symbol. It’s just enough to keep the Tacoma looking both fresh and credible. And having taken it to Nova Scotia’s gorgeous rural roads, where F-150s, Silverados and Rams rule the roost, it’s best showing up to local coffee shop parking lots with something that at least looks the part. Otherwise, you risk being on the receiving end of pointing and sneering. In other words, a Honda Ridgeline isn’t going to impress anyone from the countryside.

Inside, you’ll find a decently appointed – if a bit dated looking – cabin that is full of durable materials. It’s not a fancy interior, but it doesn’t have to be. Large dials and switches are great for gloved hands and the layout is clear and logical.

The double-cab configuration allows for a decent amount of room for rear seat passengers and the bottom seat cushions can be folded upward for more storage capacity. Up front, the seats are decently supportive but the driver may have a difficult time finding a comfortable seating position since the seat does not raise or lower at all.

Powering the Taco is the same V6 option found in the engine bay of top tier trims for years. It’s good for 279 horsepower and 265 pound foot torque. Unfortunately, for 2019, Toyota has dropped the manual transmission option for the TRD Pro which is a huge shame. While the six-speed automatic is fine, I can’t help but wondering how much more fun this truck would be -especially while off-roading- with three-pedals. Regardless, the end result is a truck that certainly has enough power to get mostly any job done, but it doesn’t take off from the line with any sort of urgency or gusto. A loud and powerful roar is still satisfying to the audible senses and it’s good enough to tow up to 6,800 pounds.

On the road (meaning on the pavement), the TRD Pro doesn’t feel as bumpy, jerky or uncivilized as you might expect from a true off-roader. It doesn’t feel as smooth as the Chevrolet Colorado ZR2, which I reviewed last year, but your passengers won’t be jolted when using the TRD Pro as your chariot to go out for dinner.

Its highway manners are a bit of a different story. That isn’t to say it’s uncomfortable on the highway, but wind noise is apparent and the transmission isn’t nearly as responsive as it perhaps could be. Without really knowing which gear to settle down into, and lots of drag coming from that desert air snorkel, you can expect to pay more at the pumps. I was averaging 14.5 L/100 kms during my drives in the city. A couple highway trips out to the country helped to bring that figure down to 13.7, but it’s still on the thirstier side.

Fortunately, or unfortunately depending on how you feel about snow, we received a sizeable snow storm during my time with the Tacoma TRD Pro. Ordinarily, I’m steadfast in my hatred of snow, but this time I was excited because I knew what was in my driveway.

With my fiancee having an appointment to get to in the middle of the blizzard, I eagerly took the keys to drive her there. Not only did the Taco prove it is a legit fighter against anything Mother Nature can throw at it, but we passed a lot of SUVs and other pick-up trucks struggling to gain traction along the way. I tried not to look too smug as the TRD Pro blasted its way passed as if it was Jon Snow (I’m a part of the 1% of the population that has never seen Game of Thrones, so I have no idea of that analogy even makes sense). The point is, snow is no problem for this Taco.

Now, as a true off-roader, it comes with all the stuff you’d need such as a crawl feature which allows the driver to solely concentrate on steering while the truck takes care of both propulsion and braking itself. There’s also 4-high and low, which is manually operated, TRD tuned front coil springs, TRD tuned rear leaf springs, and Fox shock absorbers. The latter didn’t feel as refined or advanced as the multimatic shocks found on the Chevy Colorado ZR2, but they’re certainly capable and do the trick just fine.

Is it as good as the ZR2? It depends. The ZR2 benefits from being newer and it feels a bit more capable. Those shocks turn it into something you could live with every day. The Tacoma, while still capable, feels like an older truck that has been enhanced. There’s a difference.

But despite being quite impressed with the ZR2, even admitting that it is the more capable truck, I think my money would still go to the TRD Pro. Looks-wise, it’s better to my eye and I personally love that ‘old-school’ truck feel that, for better or worse, seems to be a characteristic of both the Tacoma and Tundra. The added appeal of good resale and indestructibleness helps put the TRD Pro a hair ahead of the ZR2 for me.

It should be noted that you can get the larger Tundra and 4Runner SUV as TRD Pro variants too, making the TRD Pro brand much more varied.

But, truthfully, you can’t go wrong with either the ZR2 or the TRD Pro. It will all boil down to personal preference.

Tacoma Base Price: $31,825

Price As Tested: $56,435

Pros:

Looks fantastic

Off-road and on road capable

Mother Nature can’t stop it

Surprisingly easy to live with day to day

Cons:

Thirsty truck

No premium headlights available

Driver’s seat cannot be adjusted up or down

Feels dated

Immediate Competition:

Chevrolet Colorado ZR2

Nissan Frontier Pro-X

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After having abandoned the segment not long ago, the big three domestic manufacturers have looked at their crystal balls and now envision mid-size pick-up trucks to be quite lucrative. That’s why General Motors invested the money needed to revamp the Canyon and Colorado, it’s why Ford is bringing back the Ranger and why even a company like Hyundai wants to get in on the action with their first ever pick-up truck.

But Toyota has held steady with its offering for a while now. Sales continue to be strong for the Tacoma, despite the fact that it is once again starting to get a tad long in the tooth.

A big reason why Toyota may feel it can solider on in an increasingly crowded marketplace with its current offering largely unchanged is both durability and resale value. Just ask a current Tacoma owner about their experience and they’ll likely talk your ear off about how indestructible Toyota trucks seem to be.

Still, with new competitors emerging, Toyota needs to remain competitive. One trick the folks at Toyota has always had up their sleeve comes from their in-house Toyota Racing Division (TRD). But in this case, they haven’t applied their talents to making the Tacoma a street racing sleeper.

The TRD Pro trims of Toyota trucks have long been a favourite of those who like to use their trucks for more than a grocery getter or Kent lumbar hauling champion. It gives much more credibility to the term, “off-roader”.

And if you’re going to have a tried, tested and true truck truly (hooray for alliteration!) compete where the pavement ends, it should probably look the part. Toyota has certainly delivered on that end.

If it isn’t the new-for-2019 Voodoo Blue paint job that catches your eyes, it’s likely all the bulked up offloading bits, including the hard-to-ignore black tube that runs up the passenger side A-pillar. Your best guess is likely that it’s a snorkel for all those times you’ve been tempted to wade into a river with your truck, but it isn’t. It’s actually called a “desert air intake” and what it’s designed to do is funnel out all the dirt, dust and grime you’re sure too encounter while off-roading from the engine bay. That, and it just looks kinda cool. It isn’t an option and it even isn’t an accessory. If you opt for the TRD Pro trim with the Tacoma, it comes standard.

Other enhancements include beefy off-road tires wrapped around nice looking black 16-inch alloy wheels, an enhanced ride-hight, and a new TRD stamped aluminum front skid plate (there’s lots of TRD decals everywhere). Other new exterior features include black stainless steel exhaust tips and you can even have a sunroof now. Huzzah! You can even get LED fog-lamps as well, courtesy of Rigid Industries. There’s LED daytime running lights too, but if you’re looking for any actual performance lighting from the headlights, you’re still out of luck. No LED headlights are available, not even HID headlights are available. This feels like a huge oversight as those doing hardcore off-roading would likely appreciate the enhanced lighting abilities. If you’re going to go through to trouble of providing high-quality LED fogs, then naturally the first-step would be to address the actual headlights themselves, but I digress.

Overall, this truck looks fantastically rugged. This author is a particular fan of the colour, too, along with the heritage ‘TOYOTA’ marking on the front grille which replaces the Toyota symbol. It’s just enough to keep the Tacoma looking both fresh and credible. And having taken it to Nova Scotia’s gorgeous rural roads, where F-150s, Silverados and Rams rule the roost, it’s best showing up to local coffee shop parking lots with something that at least looks the part. Otherwise, you risk being on the receiving end of pointing and sneering. In other words, a Honda Ridgeline isn’t going to impress anyone from the countryside.

Inside, you’ll find a decently appointed – if a bit dated looking – cabin that is full of durable materials. It’s not a fancy interior, but it doesn’t have to be. Large dials and switches are great for gloved hands and the layout is clear and logical.

The double-cab configuration allows for a decent amount of room for rear seat passengers and the bottom seat cushions can be folded upward for more storage capacity. Up front, the seats are decently supportive but the driver may have a difficult time finding a comfortable seating position since the seat does not raise or lower at all.

Powering the Taco is the same V6 option found in the engine bay of top tier trims for years. It’s good for 279 horsepower and 265 pound foot torque. Unfortunately, for 2019, Toyota has dropped the manual transmission option for the TRD Pro which is a huge shame. While the six-speed automatic is fine, I can’t help but wondering how much more fun this truck would be -especially while off-roading- with three-pedals. Regardless, the end result is a truck that certainly has enough power to get mostly any job done, but it doesn’t take off from the line with any sort of urgency or gusto. A loud and powerful roar is still satisfying to the audible senses and it’s good enough to tow up to 6,800 pounds.

On the road (meaning on the pavement), the TRD Pro doesn’t feel as bumpy, jerky or uncivilized as you might expect from a true off-roader. It doesn’t feel as smooth as the Chevrolet Colorado ZR2, which I reviewed last year, but your passengers won’t be jolted when using the TRD Pro as your chariot to go out for dinner.

Its highway manners are a bit of a different story. That isn’t to say it’s uncomfortable on the highway, but wind noise is apparent and the transmission isn’t nearly as responsive as it perhaps could be. Without really knowing which gear to settle down into, and lots of drag coming from that desert air snorkel, you can expect to pay more at the pumps. I was averaging 14.5 L/100 kms during my drives in the city. A couple highway trips out to the country helped to bring that figure down to 13.7, but it’s still on the thirstier side.

Fortunately, or unfortunately depending on how you feel about snow, we received a sizeable snow storm during my time with the Tacoma TRD Pro. Ordinarily, I’m steadfast in my hatred of snow, but this time I was excited because I knew what was in my driveway.

With my fiancee having an appointment to get to in the middle of the blizzard, I eagerly took the keys to drive her there. Not only did the Taco prove it is a legit fighter against anything Mother Nature can throw at it, but we passed a lot of SUVs and other pick-up trucks struggling to gain traction along the way. I tried not to look too smug as the TRD Pro blasted its way passed as if it was Jon Snow (I’m a part of the 1% of the population that has never seen Game of Thrones, so I have no idea of that analogy even makes sense). The point is, snow is no problem for this Taco.

Now, as a true off-roader, it comes with all the stuff you’d need such as a crawl feature which allows the driver to solely concentrate on steering while the truck takes care of both propulsion and braking itself. There’s also 4-high and low, which is manually operated, TRD tuned front coil springs, TRD tuned rear leaf springs, and Fox shock absorbers. The latter didn’t feel as refined or advanced as the multimatic shocks found on the Chevy Colorado ZR2, but they’re certainly capable and do the trick just fine.

Is it as good as the ZR2? It depends. The ZR2 benefits from being newer and it feels a bit more capable. Those shocks turn it into something you could live with every day. The Tacoma, while still capable, feels like an older truck that has been enhanced. There’s a difference.

But despite being quite impressed with the ZR2, even admitting that it is the more capable truck, I think my money would still go to the TRD Pro. Looks-wise, it’s better to my eye and I personally love that ‘old-school’ truck feel that, for better or worse, seems to be a characteristic of both the Tacoma and Tundra. The added appeal of good resale and indestructibleness helps put the TRD Pro a hair ahead of the ZR2 for me.

It should be noted that you can get the larger Tundra and 4Runner SUV as TRD Pro variants too, making the TRD Pro brand much more varied.

But, truthfully, you can’t go wrong with either the ZR2 or the TRD Pro. It will all boil down to personal preference.

Last year I took the Cadillac CTS out for a week to see how the aging sedan was getting on while a slew of new and updated competitors hit the market. Overall, I still enjoyed the CTS and find it to be an overall capable performer, however there was one issue that I noted and it isn’t even necessarily an issue with the CTS itself. I said:

Now the real money is within SUVs and crossovers. Cars are about as desirable as Lupus, let alone large performance sedans like the CTS. And of Cadillac’s current six vehicle lineup, four are cars. That’s a problem.

I’d like to think that folks at GM read my article, delivered it personally to the desk of CEO of General Motors Mary Barra, she read it and had a lightbulb moment saying, “My word! That young, talented Maritime writer is right! We do need more SUVs!”

Of course, I would bet a lot of money that the CEO doesn’t read any of reviews. On top of that, I’d bet even more money that GM had been well aware of this issue within its product lineup for some time, and thus already had some SUVs/CUVs in development well before I even wrote my CTS review. But my version of events is much more fun to think about.

In any event, enter the XT4, the newest member of the Cadillac family which also gets awarded the smallest and cheapest member of the family.

As a bit of an interesting sidebar, the former President of General Motors Canada, Steve Carlisle, was put in charge of global Cadillac operations, so the XT4′s very existence is thanks to a Canadian. Nice!

In terms of styling, the folks at Cadillac should be given a gold star. It looks decidedly Cadillac yet completely unique at the same time – a feat most of the big German manufactures can’t seem to pull off anymore. Further, the XT4′s exterior looks can be differentiated by trim level. The Sport trim gets an all black mesh grille with gloss black surround, sportier looking alloy wheels, and Altezza style tail lights. My tester was the second most expensive trim available, the Premium Luxury trim, and it gets regular tail lights (though they are still LED) and more aluminum trim pieces and 20-inch alloy wheels. Overall, I think most would agree that the XT4 looks the premium part and is quite appealing as such. It doesn’t simply look like a raised hatchback.

Interestingly, according to GM, the XT4 is meant to resemble the spawn of the much larger Escalade, specifically, it’s supposed to look like its puppy. Yes, its puppy. Who knew the Escalade was a canine? I don’t think it looks like a mini Escalade, but you be the judge.

The XT4 gets its own unique interior as well, which features all the niceties you’d expect including Apple CarPlay and Android Auto. It also gets an eight-inch infotainment screen featuring an updated – and much better – version of Cadillac’s user experience system. It is much more logically laid out, has a cleaner and sharper look and is, crucially, much more responsive to commands.

The design itself is quite nice with lots of rich feeling and looking leather throughout. At last, there are physical buttons again. Cadillac had gone through a phase where touch capacitive buttons were everywhere. They didn’t work when Ford used them and they certainly didn’t work when GM picked up the fad, but happily none of that matters much anymore.

This is a compact SUV so don’t expect vast amounts of people or cargo room. Head room is fine throughout, rear legroom is adequate. It would be a bit of a challenge to fit three adult sized humans in the rear seats – best to leave the centre seat for your beverages as a set of cup holders can be lowered in place. Rear seat passengers also get treated to heated seats – something that should really be standard on premium nameplates these days, especially since you can get them in a Kia Forte now. Cargo room is tight, there’s no other way of putting it. I used the XT4 to pick my aunt up from the airport and she had one large suitcase and one small carry on. Both could not fit in the cargo bay. In fact, the one large suitcase itself barely seemed to fit – or at least, the rear hatch wouldn’t allow it to. We had to put it in the rear seat. I understand that compact vehicles aren’t going to be minivans, but I would expect much more versatility and cargo room at this price point, especially since many of the XT4′s main competitors offer up much more room for cargo.

Of note is the gear lever, which takes a bit of getting used to. It’s award in its operation and I found myself double-checking to make sure it was indeed in the gear I originally intended.

Power comes from a 2.0 litre turbocharged four-cylinder which produces 238 horsepower and 258 pound foot torque mated to an all-new nine-speed automatic. It should be noted that all-wheel drive isn’t necessarily standard, in which case, front-wheel drive is the name of the game. I suspect most Canadians will opt for all-wheel drive. Regardless, the end result is a little SUV that can scoot from zero to one hundred in the seven and a half second range. That’s not blistering, but certainly not slow either. And it doesn’t feel slow when you put your right foot down, especially in sport mode.

In the bends, the XT4 comes off as confident and sure-footed. The automatic cycles through gear shifts appropriately and smoothly to boot. It’s only the steering feel that lets you down a tad, it’s on the lighter side – even in sport mode – but you eventually get used to it and are able to compensate quite easily. And speaking of the steering, the turn radius is embarrassingly bad. What should be a simple maneuver, into a parking space in a grocery store parking lots for instance, often needs at least one correction. But body roll is minimal and it gets standard magnetic dampers, which means despite how aggressively you intend on driving, your comfort will rarely take a hit – coddling is the name of the game here.

Fuel consumption figures come in at 10.9/100 kms city and 8.2 highway for all-wheel drive models. My real world fuel consumption figures came in at 11.0 for a week’s worth of mixed city-highway driving. If you opt for a front-wheel drive version, which, by the way, is only available in the base luxury trim, those numbers improve to 9.8 city and 7.8 highway.

If you follow me on instagram (if you don’t, please do! Follow me @car_driven) I made a post on the XT4 predicting that it will be a sales winner. After having driven it, I still stand by that claim. The XT4 does much of what makes premium crossovers popular. It’s a good size, good driving dynamics, nice interior and, of course, is full of goodies. It doesn’t feel big and cumbersome like a lot of SUVs. It is sure to give the competition a run for its money. But speaking of money, I hope you have a lot of it because the way my XT4 came equipped, it puts it in XT5 category. Still, when staked up against its rivals, the XT4 delivers a credible product – one that is finally needed to keep up with the current automotive market trends.

XT4 Base Price: $34,500

Price As Tested: $56,410

Pros:

Not an Escalade puppy, but still has solid looks

Better executed interior than Cadillacs of the past

Peppy enough engine

Good comfort yet still a credible handler

Cons:

Cargo room is limited

Turn radius is too large

Awkward gear shifter

Can get pricey

Competition:

Acura RDX

BMW X3

Lexus NX

Lincoln MKC

Infiniti QX50

Volvo XC40

]]>

Last year I took the Cadillac CTS out for a week to see how the aging sedan was getting on while a slew of new and updated competitors hit the market. Overall, I still enjoyed the CTS and find it to be an overall capable performer, however there was one issue that I noted and it isn’t even necessarily an issue with the CTS itself. I said:

Now the real money is within SUVs and crossovers. Cars are about as desirable as Lupus, let alone large performance sedans like the CTS. And of Cadillac’s current six vehicle lineup, four are cars. That’s a problem.

I’d like to think that folks at GM read my article, delivered it personally to the desk of CEO of General Motors Mary Barra, she read it and had a lightbulb moment saying, “My word! That young, talented Maritime writer is right! We do need more SUVs!”

Of course, I would bet a lot of money that the CEO doesn’t read any of reviews. On top of that, I’d bet even more money that GM had been well aware of this issue within its product lineup for some time, and thus already had some SUVs/CUVs in development well before I even wrote my CTS review. But my version of events is much more fun to think about.

In any event, enter the XT4, the newest member of the Cadillac family which also gets awarded the smallest and cheapest member of the family.

As a bit of an interesting sidebar, the former President of General Motors Canada, Steve Carlisle, was put in charge of global Cadillac operations, so the XT4′s very existence is thanks to a Canadian. Nice!

In terms of styling, the folks at Cadillac should be given a gold star. It looks decidedly Cadillac yet completely unique at the same time – a feat most of the big German manufactures can’t seem to pull off anymore. Further, the XT4′s exterior looks can be differentiated by trim level. The Sport trim gets an all black mesh grille with gloss black surround, sportier looking alloy wheels, and Altezza style tail lights. My tester was the second most expensive trim available, the Premium Luxury trim, and it gets regular tail lights (though they are still LED) and more aluminum trim pieces and 20-inch alloy wheels. Overall, I think most would agree that the XT4 looks the premium part and is quite appealing as such. It doesn’t simply look like a raised hatchback.

Interestingly, according to GM, the XT4 is meant to resemble the spawn of the much larger Escalade, specifically, it’s supposed to look like its puppy. Yes, its puppy. Who knew the Escalade was a canine? I don’t think it looks like a mini Escalade, but you be the judge.

The XT4 gets its own unique interior as well, which features all the niceties you’d expect including Apple CarPlay and Android Auto. It also gets an eight-inch infotainment screen featuring an updated – and much better – version of Cadillac’s user experience system. It is much more logically laid out, has a cleaner and sharper look and is, crucially, much more responsive to commands.

The design itself is quite nice with lots of rich feeling and looking leather throughout. At last, there are physical buttons again. Cadillac had gone through a phase where touch capacitive buttons were everywhere. They didn’t work when Ford used them and they certainly didn’t work when GM picked up the fad, but happily none of that matters much anymore.

This is a compact SUV so don’t expect vast amounts of people or cargo room. Head room is fine throughout, rear legroom is adequate. It would be a bit of a challenge to fit three adult sized humans in the rear seats – best to leave the centre seat for your beverages as a set of cup holders can be lowered in place. Rear seat passengers also get treated to heated seats – something that should really be standard on premium nameplates these days, especially since you can get them in a Kia Forte now. Cargo room is tight, there’s no other way of putting it. I used the XT4 to pick my aunt up from the airport and she had one large suitcase and one small carry on. Both could not fit in the cargo bay. In fact, the one large suitcase itself barely seemed to fit – or at least, the rear hatch wouldn’t allow it to. We had to put it in the rear seat. I understand that compact vehicles aren’t going to be minivans, but I would expect much more versatility and cargo room at this price point, especially since many of the XT4′s main competitors offer up much more room for cargo.

Of note is the gear lever, which takes a bit of getting used to. It’s award in its operation and I found myself double-checking to make sure it was indeed in the gear I originally intended.

Power comes from a 2.0 litre turbocharged four-cylinder which produces 238 horsepower and 258 pound foot torque mated to an all-new nine-speed automatic. It should be noted that all-wheel drive isn’t necessarily standard, in which case, front-wheel drive is the name of the game. I suspect most Canadians will opt for all-wheel drive. Regardless, the end result is a little SUV that can scoot from zero to one hundred in the seven and a half second range. That’s not blistering, but certainly not slow either. And it doesn’t feel slow when you put your right foot down, especially in sport mode.

In the bends, the XT4 comes off as confident and sure-footed. The automatic cycles through gear shifts appropriately and smoothly to boot. It’s only the steering feel that lets you down a tad, it’s on the lighter side – even in sport mode – but you eventually get used to it and are able to compensate quite easily. And speaking of the steering, the turn radius is embarrassingly bad. What should be a simple maneuver, into a parking space in a grocery store parking lots for instance, often needs at least one correction. But body roll is minimal and it gets standard magnetic dampers, which means despite how aggressively you intend on driving, your comfort will rarely take a hit – coddling is the name of the game here.

Fuel consumption figures come in at 10.9/100 kms city and 8.2 highway for all-wheel drive models. My real world fuel consumption figures came in at 11.0 for a week’s worth of mixed city-highway driving. If you opt for a front-wheel drive version, which, by the way, is only available in the base luxury trim, those numbers improve to 9.8 city and 7.8 highway.

If you follow me on instagram (if you don’t, please do! Follow me @car_driven) I made a post on the XT4 predicting that it will be a sales winner. After having driven it, I still stand by that claim. The XT4 does much of what makes premium crossovers popular. It’s a good size, good driving dynamics, nice interior and, of course, is full of goodies. It doesn’t feel big and cumbersome like a lot of SUVs. It is sure to give the competition a run for its money. But speaking of money, I hope you have a lot of it because the way my XT4 came equipped, it puts it in XT5 category. Still, when staked up against its rivals, the XT4 delivers a credible product – one that is finally needed to keep up with the current automotive market trends.

It was around this time last year that Mazda Canada sent a red CX-9 GT to my driveway for a week’s worth of driving and review.

Here we are again, with another CX-9, this time in Signature trim, for my thoughts. But why? When you compare both the 2018 and 2019 models side-by-side the are visually identical. Well, Mazda has indeed made a few significant changes that go beyond cosmetic changes.

As such, I won’t be dwelling too much on the exterior looks – not that there’s anything to dwell about. It’s still one of the better looking vehicles in the segment and still looks fairly fresh. Of note with the CX-9 in Signature trim is LED lighting along the other side of the grille which illuminates when the headlights are turned on. This helps give it a premium look and lets everyone know you paid the most you can possibly pay for a Mazda.

Inside, the Signature trim adds premium niceties such as rosewood trim and Nappa leather with premium stitching. Matched with an attractive and functional design and you could easily swap the Mazda logo for one of the premium brands from Japan. All this is to say, the CX-9 is a very nice place to spend lots of time – that is, unless you are relegated to the third row which continues to be a tight squeeze for adults. That beautiful shape does indeed come at a price.

Luckily, that shape doesn’t impede too much when it comes to cargo room, with over 400 L of room with the rear seats up and over 1,100 with the seats down.

Under the hood is the same 2.5 litre engine that makes either 227 horsepower or 250 horsepower depending on which grade of fuel you use. Torque comes in a 310 pound feet and it is mated to a six-speed automatic. This engine continues to be a favoured by Mazda as it is available in the 6 and now you can have it in the smaller CX-5. I can understand why Mazda pats itself on the back with this unit. While it emits an odd sound at idle and when push (almost diesel-like) there is plenty of grunt in almost any situation. Low end power is available when you need it, especially when the sport switch is activated, and it doesn’t run out of steam on the highway for passing power. I also like that you can essentially increase horsepower simply by adding fuel with higher octane levels. No need to spend money chipping the vehicle or spending lots of money on other performance enhancements.

With that all said, this engine, when fitted to the larger and heavier CX-9, doesn’t feel as if it’s being allowed to churn out as much power as it probably could. The six-speed automatic is clearly program with efficiency in mind. As such, it switches gears before the rev band gets too high. Yes, you can row your gears manually, which does help out a bit. But when left to its own devises, even with your right foot to the floor in sport mode, the transmission will shift well before it hits the redline. This may not be a huge issue in a family hauler, but Mazda likes to pride itself as the ‘zoom zoom’ brand. This transmission takes at least one ‘zoom’ out of the equation.

G-Vectoring is still standard on the CX-9 which essentially gives it a trump card when it comes to handling. No direct competitor can match the CX-9′s agility and it’s largely due to the G-Vectoring system and pretty decent feedback to the steering wheel.

Despite its relative sharp handling abilities (this is still a humungous three-row crossover after all) ride comfort is quite good. There is minimal waftiness over bumps and dips in the road; floaty-ness is key to a minimum here.

But let’s talk about the changes for the 2019 model year.

Firstly, Mazda has finally incorporated Apple CarPlay and Android Auto capability and the CX-9 is the first model to get the honours of having it. This is very much a good thing because Mazda’s infotainment system is in need of an update. Compared to other systems it isn’t as intuitive, not as quick, and doesn’t look as sharp. The screen is operated by a dial behind the shifter which looks and feels quite premium, however it still takes at least two to three operations of the dial for simple tests such as switching the radio station. Mazda still needs to work on streamlining this process. This is much less of a concern now that Apple CarPlay and Android Auto is finally here.

Secondly, Mazda has put more effort into sound deadening with a new headliner and thicker floor mats. These tweaks may seem minimal but they do make a noticeable difference – at least from what I remember with the 2018 model.

Thirdly, those handling abilities I was referring to before can be attributed to a re-tuned suspension, though truthfully, the CX-9 was always at the front of the pack when it comes to handling so the difference isn’t immediately noticeable. The ride feels a tad comfier than I remember with the 2018 model year, but again, most people won’t notice the difference.

Then there’s the addition of ventilated seats to the Signature trim, a 360 around view camera (much appreciated) and a reworked dash cluster.

In terms of fuel consumption, the ’19 CX-9 keeps the same rating as the ’18 with official figures coming in at 11.6 L/100 kms in the city and 9.1 on the highway. I managed to return 11.3 L/100 kms in mixed driving – more than the 10.7 I was able to achieve with the 2018 model year. Perhaps I’ve developed a bit more of a lead foot, though as I get older this becomes less and less true each passing year.

But all these tweaks and updates ensures the CX-9 stays fresh and competitive in the segment until the next significant redesign comes along.

The CX-9 is still quite competitive in the segment and is likely the best choice for those looking for a three row crossover that adds touches of luxury, style, comfort and performance.

CX-9 Base Price: $38,418

Price As Tested: $53,718

Pros:

Apple CarPlay and Android Auto. Finally!

Quieter ride

Still agile and fun to drive

2.5 L engine

Cons:

Tight third row

Transmission likes to kill fun

Engine emits strange clatter at idle and when pushed

Immediate Competition:

Chevrolet Traverse

Dodge Durango

Ford Explorer

Honda Pilot

Hyundai Pallisade (upcoming)

Nissan Pathfinder

Subaru Ascent

Toyota Highlander

Volkswagen Atlas

]]>

It was around this time last year that Mazda Canada sent a red CX-9 GT to my driveway for a week’s worth of driving and review.

Here we are again, with another CX-9, this time in Signature trim, for my thoughts. But why? When you compare both the 2018 and 2019 models side-by-side the are visually identical. Well, Mazda has indeed made a few significant changes that go beyond cosmetic changes.

As such, I won’t be dwelling too much on the exterior looks – not that there’s anything to dwell about. It’s still one of the better looking vehicles in the segment and still looks fairly fresh. Of note with the CX-9 in Signature trim is LED lighting along the other side of the grille which illuminates when the headlights are turned on. This helps give it a premium look and lets everyone know you paid the most you can possibly pay for a Mazda.

Inside, the Signature trim adds premium niceties such as rosewood trim and Nappa leather with premium stitching. Matched with an attractive and functional design and you could easily swap the Mazda logo for one of the premium brands from Japan. All this is to say, the CX-9 is a very nice place to spend lots of time – that is, unless you are relegated to the third row which continues to be a tight squeeze for adults. That beautiful shape does indeed come at a price.

Luckily, that shape doesn’t impede too much when it comes to cargo room, with over 400 L of room with the rear seats up and over 1,100 with the seats down.

Under the hood is the same 2.5 litre engine that makes either 227 horsepower or 250 horsepower depending on which grade of fuel you use. Torque comes in a 310 pound feet and it is mated to a six-speed automatic. This engine continues to be a favoured by Mazda as it is available in the 6 and now you can have it in the smaller CX-5. I can understand why Mazda pats itself on the back with this unit. While it emits an odd sound at idle and when push (almost diesel-like) there is plenty of grunt in almost any situation. Low end power is available when you need it, especially when the sport switch is activated, and it doesn’t run out of steam on the highway for passing power. I also like that you can essentially increase horsepower simply by adding fuel with higher octane levels. No need to spend money chipping the vehicle or spending lots of money on other performance enhancements.

With that all said, this engine, when fitted to the larger and heavier CX-9, doesn’t feel as if it’s being allowed to churn out as much power as it probably could. The six-speed automatic is clearly program with efficiency in mind. As such, it switches gears before the rev band gets too high. Yes, you can row your gears manually, which does help out a bit. But when left to its own devises, even with your right foot to the floor in sport mode, the transmission will shift well before it hits the redline. This may not be a huge issue in a family hauler, but Mazda likes to pride itself as the ‘zoom zoom’ brand. This transmission takes at least one ‘zoom’ out of the equation.

G-Vectoring is still standard on the CX-9 which essentially gives it a trump card when it comes to handling. No direct competitor can match the CX-9′s agility and it’s largely due to the G-Vectoring system and pretty decent feedback to the steering wheel.

Despite its relative sharp handling abilities (this is still a humungous three-row crossover after all) ride comfort is quite good. There is minimal waftiness over bumps and dips in the road; floaty-ness is key to a minimum here.

But let’s talk about the changes for the 2019 model year.

Firstly, Mazda has finally incorporated Apple CarPlay and Android Auto capability and the CX-9 is the first model to get the honours of having it. This is very much a good thing because Mazda’s infotainment system is in need of an update. Compared to other systems it isn’t as intuitive, not as quick, and doesn’t look as sharp. The screen is operated by a dial behind the shifter which looks and feels quite premium, however it still takes at least two to three operations of the dial for simple tests such as switching the radio station. Mazda still needs to work on streamlining this process. This is much less of a concern now that Apple CarPlay and Android Auto is finally here.

Secondly, Mazda has put more effort into sound deadening with a new headliner and thicker floor mats. These tweaks may seem minimal but they do make a noticeable difference – at least from what I remember with the 2018 model.

Thirdly, those handling abilities I was referring to before can be attributed to a re-tuned suspension, though truthfully, the CX-9 was always at the front of the pack when it comes to handling so the difference isn’t immediately noticeable. The ride feels a tad comfier than I remember with the 2018 model year, but again, most people won’t notice the difference.

Then there’s the addition of ventilated seats to the Signature trim, a 360 around view camera (much appreciated) and a reworked dash cluster.

In terms of fuel consumption, the ’19 CX-9 keeps the same rating as the ’18 with official figures coming in at 11.6 L/100 kms in the city and 9.1 on the highway. I managed to return 11.3 L/100 kms in mixed driving – more than the 10.7 I was able to achieve with the 2018 model year. Perhaps I’ve developed a bit more of a lead foot, though as I get older this becomes less and less true each passing year.

But all these tweaks and updates ensures the CX-9 stays fresh and competitive in the segment until the next significant redesign comes along.

The CX-9 is still quite competitive in the segment and is likely the best choice for those looking for a three row crossover that adds touches of luxury, style, comfort and performance.

Since it’s been years since I reviewed the aging Kia Soul and having never driven the Kona previously, this was perhaps an easy claim to make. Now that I have finally gotten some seat time in the all-new Kona, I can make a more informed decision on that comment.

But before I do, let’s take a look at the thing about the Kona that might drive consumers to their local Hyundai dealerships: style.

Hyundai is the latest brand to mess about with our traditional sense of what a front end of a vehicle should look like. With lights all over the spectrum of different shapes and sizes, along with a pronounced grille and indentations here and creases there, it’s obvious Hyundai wanted the Kona to be a stand out in what is quickly becoming the most popular segment in Canada. If you were hoping for LED headlights, you’ll only get them on the top trim, but regardless, at night, with all the lights on, the Kona certainly keeps attention as well. A low roofline, 18-inch wheels, stretched tail lights in the back with turn signals divorced from them, complete the look. While technically labeled as an SUV, the Kona looks more like a raised hatchback a la Subaru Crosstrek.

And thank goodness for that added ride height. I was scheduled for the Kona the week I was meant to pick up my fiancee from a four day stint at the hospital following hip reconstruction surgery. The Kona’s height was perfect for her to get in and out of with little pain or issues. In fact, the nurses wanted to make sure I was taking her home in a vehicle that wasn’t as low as her Ford Fusion, but to as high as a half tonne pick-up for instance. I reassured them that the Kona would do the trick and indeed I was right.

Another concern of mine was ride and comfort. The suspension in a BMW M2 with the competition package would likely and literally shatter all the hard work the surgeons had spent 4 and a half hours of their time on. While the Kona isn’t as comfy as a Buick, it certainly generated few complaints from all who took a drive in it, including my fiancee. It’s comfortable without feeling floaty. Bumps and potholes largely go unnoticed by occupants. Indeed, the Kona pulls off a trick very few vehicles can: remain comfortable while maintaining a good sense of confidence to the driver.

And let’s talk about that sense of confidence because the Kona is really only outdone by the Mazda CX-3 when it comes to handling and cornering abilities, in my opinion. Steering feel is dialled in nicely and no longer has that faux weighted feel of Hyundais of the past. In fact, that good steering feel remains regardless of which drive mode you’re in.

And speaking of those drive modes, they might as well not even exist. Honestly, there isn’t much different between eco, normal and sport. Sure eco mode neuters the Kona’s personality a bit more, and sport injects a shot of testosterone only slightly. But the Kona largely behaves the same regardless.

Braking feel is solid with little fade and confident stops. That, combined with its comfortable yet responsive handling abilities and solid steering feel makes the Kona one of the most – if not the most – well-rounded vehicle in the segment.

Of course, when driving my fiancee’s fragile new hip back from the hospital, I made every effort to curb my instincts of driving fun. It certainly didn’t help that my particular tester came with the range toping 1.6 litre turbocharged engine good for 175 horsepower and 195 pound foot torque mated to a seven-speed dual-clutch automatic (no manual is offered, unfortunately) under the control of my right foot, tempting me the whole way. A 2.0 litre making 147 horses and 132 pound foot torque is available in the lower trims but, without having experienced the latter yet, I can confidently say that the 1.6 is likely the engine you want. Power is not a problem and getting the little Kona to scoot up to speed is a breeze. Yes, the transmission provides noticeable lag at initial take off, but once it gets going, it gets going.

When pushed, engine noise intrudes into the cabin with the sort of off-putting sound most four-pots tend to make when pushed, but overall the experience is a pleasant one and most certainly won’t be left wanting more power. It is more than adequate for the every day Joe or Jane.

Official fuel consumption ratings come in at 9.0 L/100 kms city and 8.0 highway. During my week of mostly city driving, I returned 9.5 L/100 kms. Not terrible, but clearly there is a bit of a penalty at the pumps for opting for all-wheel drive.

Inside, the Kona offers a uniquely style cabin that is both attractive and functional. As mentioned, getting in and out is a breeze and most should be able to find a comfortable seating position in all seats except the centre seat. There is good space both for cargo and people; more so than the exterior dimensions would suggest. Officially the Kona gets 544 L of cargo room which expands to just under 1,300 L with the rear seats folded down. That that’s better than the Mazda CX-3, but still middle of the pack in the segment. The Kona was able to swallow my fiancee’s crutches, but only with one of the rear seats folded down.

If you’re looking for tech, the Kona has plenty including Apple CarPlay and Android Auto compatibility, Sirius Satellite Radio (with the ability to record up to ten channels), keyless entry with push-button start and more. One notable feature is the head-up display which normally projects your speed along with other info onto the windshield. But in the Kona, it is projected onto a display with pops up behind the steering wheel. Mazda was the first to do this, but Hyundai is the only other automaker I can think of following suit. Personally, I don’t like it. The info projected is difficult to see and it still forces you to take your eyes off the road; you might as well just look down at the speedo. A true projection onto the windscreen is better, though I’m willing to bet Hyundai went this route as a cheaper alternative to keep costs low. In any event, you can keep the device from popping up with the push of a button if you don’t like it.

Among other notable features in my second highest Trend trim is a heated steering wheel (thank you!) with heated seats, an all-wheel drive lock feature, parking sensors and bluetooth.

So let’s get back to my original comment about the Kicks. Is it truly the value leader in the segment? It depends on how you look at it. The Kicks tops out at 23 grand for the most fully loaded model. The Kona tops out at 32 grand for the top trim. Seemingly the Kicks has a huge price advantage here, but there are a few things to consider:

1) the Kicks is slower than the Kona regardless of which engine is in the Kona. Much slower. And way less powerful.

2) the Kicks doesn’t offer all-wheel drive. If you want to compare a front-wheel drive Kona to a Kicks, the price point will be similar, starting at 21 grand. But all-wheel drive isn’t made available at all from Nissan’s offering.

3) while impressive in its own right, the Kicks cannot compete with the level of comfort, handling and overall performance that the Kona offers.

So, it largely depends on what your priorities are when car shopping. If you’re looking for an all-wheel drive, performance capable (caution: I use that terminology loosely), comfortable, versatile sub-compact crossover, you’re doing yourself a huge disservice by not including the Kona on your shopping list.

Since it’s been years since I reviewed the aging Kia Soul and having never driven the Kona previously, this was perhaps an easy claim to make. Now that I have finally gotten some seat time in the all-new Kona, I can make a more informed decision on that comment.

But before I do, let’s take a look at the thing about the Kona that might drive consumers to their local Hyundai dealerships: style.

Hyundai is the latest brand to mess about with our traditional sense of what a front end of a vehicle should look like. With lights all over the spectrum of different shapes and sizes, along with a pronounced grille and indentations here and creases there, it’s obvious Hyundai wanted the Kona to be a stand out in what is quickly becoming the most popular segment in Canada. If you were hoping for LED headlights, you’ll only get them on the top trim, but regardless, at night, with all the lights on, the Kona certainly keeps attention as well. A low roofline, 18-inch wheels, stretched tail lights in the back with turn signals divorced from them, complete the look. While technically labeled as an SUV, the Kona looks more like a raised hatchback a la Subaru Crosstrek.

And thank goodness for that added ride height. I was scheduled for the Kona the week I was meant to pick up my fiancee from a four day stint at the hospital following hip reconstruction surgery. The Kona’s height was perfect for her to get in and out of with little pain or issues. In fact, the nurses wanted to make sure I was taking her home in a vehicle that wasn’t as low as her Ford Fusion, but to as high as a half tonne pick-up for instance. I reassured them that the Kona would do the trick and indeed I was right.

Another concern of mine was ride and comfort. The suspension in a BMW M2 with the competition package would likely and literally shatter all the hard work the surgeons had spent 4 and a half hours of their time on. While the Kona isn’t as comfy as a Buick, it certainly generated few complaints from all who took a drive in it, including my fiancee. It’s comfortable without feeling floaty. Bumps and potholes largely go unnoticed by occupants. Indeed, the Kona pulls off a trick very few vehicles can: remain comfortable while maintaining a good sense of confidence to the driver.

And let’s talk about that sense of confidence because the Kona is really only outdone by the Mazda CX-3 when it comes to handling and cornering abilities, in my opinion. Steering feel is dialled in nicely and no longer has that faux weighted feel of Hyundais of the past. In fact, that good steering feel remains regardless of which drive mode you’re in.

And speaking of those drive modes, they might as well not even exist. Honestly, there isn’t much different between eco, normal and sport. Sure eco mode neuters the Kona’s personality a bit more, and sport injects a shot of testosterone only slightly. But the Kona largely behaves the same regardless.

Braking feel is solid with little fade and confident stops. That, combined with its comfortable yet responsive handling abilities and solid steering feel makes the Kona one of the most – if not the most – well-rounded vehicle in the segment.

Of course, when driving my fiancee’s fragile new hip back from the hospital, I made every effort to curb my instincts of driving fun. It certainly didn’t help that my particular tester came with the range toping 1.6 litre turbocharged engine good for 175 horsepower and 195 pound foot torque mated to a seven-speed dual-clutch automatic (no manual is offered, unfortunately) under the control of my right foot, tempting me the whole way. A 2.0 litre making 147 horses and 132 pound foot torque is available in the lower trims but, without having experienced the latter yet, I can confidently say that the 1.6 is likely the engine you want. Power is not a problem and getting the little Kona to scoot up to speed is a breeze. Yes, the transmission provides noticeable lag at initial take off, but once it gets going, it gets going.

When pushed, engine noise intrudes into the cabin with the sort of off-putting sound most four-pots tend to make when pushed, but overall the experience is a pleasant one and most certainly won’t be left wanting more power. It is more than adequate for the every day Joe or Jane.

Official fuel consumption ratings come in at 9.0 L/100 kms city and 8.0 highway. During my week of mostly city driving, I returned 9.5 L/100 kms. Not terrible, but clearly there is a bit of a penalty at the pumps for opting for all-wheel drive.

Inside, the Kona offers a uniquely style cabin that is both attractive and functional. As mentioned, getting in and out is a breeze and most should be able to find a comfortable seating position in all seats except the centre seat. There is good space both for cargo and people; more so than the exterior dimensions would suggest. Officially the Kona gets 544 L of cargo room which expands to just under 1,300 L with the rear seats folded down. That that’s better than the Mazda CX-3, but still middle of the pack in the segment. The Kona was able to swallow my fiancee’s crutches, but only with one of the rear seats folded down.

If you’re looking for tech, the Kona has plenty including Apple CarPlay and Android Auto compatibility, Sirius Satellite Radio (with the ability to record up to ten channels), keyless entry with push-button start and more. One notable feature is the head-up display which normally projects your speed along with other info onto the windshield. But in the Kona, it is projected onto a display with pops up behind the steering wheel. Mazda was the first to do this, but Hyundai is the only other automaker I can think of following suit. Personally, I don’t like it. The info projected is difficult to see and it still forces you to take your eyes off the road; you might as well just look down at the speedo. A true projection onto the windscreen is better, though I’m willing to bet Hyundai went this route as a cheaper alternative to keep costs low. In any event, you can keep the device from popping up with the push of a button if you don’t like it.

Among other notable features in my second highest Trend trim is a heated steering wheel (thank you!) with heated seats, an all-wheel drive lock feature, parking sensors and bluetooth.

So let’s get back to my original comment about the Kicks. Is it truly the value leader in the segment? It depends on how you look at it. The Kicks tops out at 23 grand for the most fully loaded model. The Kona tops out at 32 grand for the top trim. Seemingly the Kicks has a huge price advantage here, but there are a few things to consider:

1) the Kicks is slower than the Kona regardless of which engine is in the Kona. Much slower. And way less powerful.

2) the Kicks doesn’t offer all-wheel drive. If you want to compare a front-wheel drive Kona to a Kicks, the price point will be similar, starting at 21 grand. But all-wheel drive isn’t made available at all from Nissan’s offering.

3) while impressive in its own right, the Kicks cannot compete with the level of comfort, handling and overall performance that the Kona offers.

So, it largely depends on what your priorities are when car shopping. If you’re looking for an all-wheel drive, performance capable (caution: I use that terminology loosely), comfortable, versatile sub-compact crossover, you’re doing yourself a huge disservice by not including the Kona on your shopping list.

This is Honda’s third attempt at making their dedicated hybrid nameplate a certified sales hit.

The first time, Honda came up with a, uh, shall we quirky little two-door that was greeted with jeers and jokes. To its credit though, the Insight was one of the first to make a mass produced hybrid. In a sense, Honda was a bit of a trend setter here.

Then there was the second generation Insight which was panned because many thought it was a blatant design copy of the Prius. That was largely true, but it was somewhat out of Honda’s control. That tear-drop shaped look is proven to be the best design for aerodynamics; something crucial to improved efficiency. But that wasn’t the only issue. Questionable quality, ride comfort and refinement ensured the Prius was left largely unchallenged. Honda sent the Insight to pasture after only four years on the market.

Enter 2019, where a surprise concept car – which looked production ready – debuted from the Japanese automaker in Detroit donning the Insight name. It certainly didn’t look like any Insight before it, meaning it looked much more conventional.

For starters, the new Insight isn’t a two-door hatch or a five door hatch. This new version is hatch-less – a curious choice given traditional sedans are about as popular as gonorrhoea these days. Given the advantages of a hatchback and the fact that its direct competition are mostly hatchbacks, this seems like an oversight to me. Still, the look is decidedly Honda and as a stand alone dedicated hybrid, it certainly is the best looking. There’s nothing about it aside from the badging that indicates its a hybrid. While looking closely to the rest of the Honda family, the new Insight has a unique front facia featuring complete LED lighting. The side profile takes on the now standard swooping four-door coupe roofline and the rear remains classy with partial LEDs, a short and stubby deck lid and some chrome accents near the bottom.

The new Insight is mostly meant to take over the reigns for the surprisingly poorly received Civic Hybrid. Yes, there is a world where a vehicle with the Civic nameplate didn’t completely obliterate the competition in sales. But size-wise, it is slightly larger than the current Civic, and in my opinion, is better executed when speaking in terms of exterior style.

In terms of interior style, you’ll find a blend of Civic and Accord. The steering wheel design is taken from the Accord (though it does feel a bit smaller), and so is the push-button gear shift and infotainment system. As you’d expect from a top tier Touring model Honda, quality of materials are high.

Interior room is good, and trunk space is not impeded by the battery and those rear seats can fold nearly flat for added versatility.

Let’s talk about the transmission because it’s an interesting set up in the sense that there sort of isn’t one. There’s no gearset like a traditional transmission or even a CVT. The electric motor does most of the work powering the wheels but the 1.5 litre Atkinson-cycle gas engine chimes in as necessary; usually at medium or higher speeds. The engine can also act as a generator for the electric motor. The end result is a driving experience that feels semi-normal (assuming you’re used to how hybrids drive in the first place).

Total power output comes in at 152 horsepower and 197 pound foot torque and 0-100 takes around 8 seconds. That isn’t bad for a hybrid on paper, but in practice it felt longer than 8 seconds. Much longer.

Now, I’m not necessarily dinging the Insight here, most people don’t buy hybrids because they want raw power or because they may turn all Fast n Furious at the traffic lights. However, while the Insight can’t be called sluggish, it can certainly be labeled as unmotivated. It’s a bit like asking your teenager to clean their room. Eventually they’ll get around to it but when they do, they’ll be sure to make it known how unhappy they are about it by stomping up some stairs or slamming room doors. The Insight behaves in a similar manner. Adequate power is available to merge onto the highway, for instance, but the 1.5 engine whines and screams through the process. With your right foot down, noise is intrusive to the cabin.

Once it’s up to speed, and bits that make it go have settled down from their tantrum, the Insight glides seamlessly down the road with little fuss. It’s smooth to drive on the highway and is comfortable over bumps and other imperfections. While the Insight is mostly based on the Civic’s architecture, the ride feels more comfortable. The Civic’s suspension feels a bit more set up for handling, while the Insight is more concerned with coddling you. That isn’t to say the Insight turns into a barge in the bends – the suspension set up is still capable – but matched with eco-friendly rolling resistant tires means, again, the Insight will oblige if it must in the corners, but it would mostly prefer if it didn’t have to.

Now let’s get to the entire reason why anyone buys a hybrid in the first place. Official fuel consumption figures come in at 4.6 L/100 kms city and 5.3 highway. No, that isn’t a typo and those numbers aren’t meant to be inverted. Hybrids are one of the few types of vehicles that achieve better fuel consumption in the city because there’s more frequent opportunity for the tech to do its thing. In this instance, there would be less need for the gas engine to chime in since city driving is mostly limited to lower speeds. My combined week’s worth of both highway and city driving returned 5.1 L/100 kms. Not bad at all. It should also be noted that among my best scores was a 3.4 rating one time.

As far as hybrids go, the new Insight certainly delivers on many fronts. I mostly enjoyed my time with it (my wallet enjoyed it very much at the end of the week too). While I think Honda needs to do more to address powertrain refinement and giving us a Honda hybrid that is versatile (a hatchback or CUV please), there’s no doubt that the new Insight is miles kilometres ahead of any version before it. It looks more conventional than many hybrids on the market today (both inside and out) and it has good looks and a high quality feel. Certainly, if you are in the market for a hybrid and can live without a hatchback, the Insight is worthy of your consideration.

Insight Base Price: $27,990

Price As Tested: $31,590

Pros:

Most normal looking dedicated hybrid on the road

Typical high quality materials expected from Honda

Comfortable ride

Great fuel consumption figures

Cons:

Noisy engine when pushed

Not eager to get going

No hatchback version available

Immediate Competition:

Ford C-MAX

Hyundai Ioniq

Kia Niro

Toyota Prius

]]>

As they say, third time’s a charm.

This is Honda’s third attempt at making their dedicated hybrid nameplate a certified sales hit.

The first time, Honda came up with a, uh, shall we quirky little two-door that was greeted with jeers and jokes. To its credit though, the Insight was one of the first to make a mass produced hybrid. In a sense, Honda was a bit of a trend setter here.

Then there was the second generation Insight which was panned because many thought it was a blatant design copy of the Prius. That was largely true, but it was somewhat out of Honda’s control. That tear-drop shaped look is proven to be the best design for aerodynamics; something crucial to improved efficiency. But that wasn’t the only issue. Questionable quality, ride comfort and refinement ensured the Prius was left largely unchallenged. Honda sent the Insight to pasture after only four years on the market.

Enter 2019, where a surprise concept car – which looked production ready – debuted from the Japanese automaker in Detroit donning the Insight name. It certainly didn’t look like any Insight before it, meaning it looked much more conventional.

For starters, the new Insight isn’t a two-door hatch or a five door hatch. This new version is hatch-less – a curious choice given traditional sedans are about as popular as gonorrhoea these days. Given the advantages of a hatchback and the fact that its direct competition are mostly hatchbacks, this seems like an oversight to me. Still, the look is decidedly Honda and as a stand alone dedicated hybrid, it certainly is the best looking. There’s nothing about it aside from the badging that indicates its a hybrid. While looking closely to the rest of the Honda family, the new Insight has a unique front facia featuring complete LED lighting. The side profile takes on the now standard swooping four-door coupe roofline and the rear remains classy with partial LEDs, a short and stubby deck lid and some chrome accents near the bottom.

The new Insight is mostly meant to take over the reigns for the surprisingly poorly received Civic Hybrid. Yes, there is a world where a vehicle with the Civic nameplate didn’t completely obliterate the competition in sales. But size-wise, it is slightly larger than the current Civic, and in my opinion, is better executed when speaking in terms of exterior style.

In terms of interior style, you’ll find a blend of Civic and Accord. The steering wheel design is taken from the Accord (though it does feel a bit smaller), and so is the push-button gear shift and infotainment system. As you’d expect from a top tier Touring model Honda, quality of materials are high.

Interior room is good, and trunk space is not impeded by the battery and those rear seats can fold nearly flat for added versatility.

Let’s talk about the transmission because it’s an interesting set up in the sense that there sort of isn’t one. There’s no gearset like a traditional transmission or even a CVT. The electric motor does most of the work powering the wheels but the 1.5 litre Atkinson-cycle gas engine chimes in as necessary; usually at medium or higher speeds. The engine can also act as a generator for the electric motor. The end result is a driving experience that feels semi-normal (assuming you’re used to how hybrids drive in the first place).

Total power output comes in at 152 horsepower and 197 pound foot torque and 0-100 takes around 8 seconds. That isn’t bad for a hybrid on paper, but in practice it felt longer than 8 seconds. Much longer.

Now, I’m not necessarily dinging the Insight here, most people don’t buy hybrids because they want raw power or because they may turn all Fast n Furious at the traffic lights. However, while the Insight can’t be called sluggish, it can certainly be labeled as unmotivated. It’s a bit like asking your teenager to clean their room. Eventually they’ll get around to it but when they do, they’ll be sure to make it known how unhappy they are about it by stomping up some stairs or slamming room doors. The Insight behaves in a similar manner. Adequate power is available to merge onto the highway, for instance, but the 1.5 engine whines and screams through the process. With your right foot down, noise is intrusive to the cabin.

Once it’s up to speed, and bits that make it go have settled down from their tantrum, the Insight glides seamlessly down the road with little fuss. It’s smooth to drive on the highway and is comfortable over bumps and other imperfections. While the Insight is mostly based on the Civic’s architecture, the ride feels more comfortable. The Civic’s suspension feels a bit more set up for handling, while the Insight is more concerned with coddling you. That isn’t to say the Insight turns into a barge in the bends – the suspension set up is still capable – but matched with eco-friendly rolling resistant tires means, again, the Insight will oblige if it must in the corners, but it would mostly prefer if it didn’t have to.

Now let’s get to the entire reason why anyone buys a hybrid in the first place. Official fuel consumption figures come in at 4.6 L/100 kms city and 5.3 highway. No, that isn’t a typo and those numbers aren’t meant to be inverted. Hybrids are one of the few types of vehicles that achieve better fuel consumption in the city because there’s more frequent opportunity for the tech to do its thing. In this instance, there would be less need for the gas engine to chime in since city driving is mostly limited to lower speeds. My combined week’s worth of both highway and city driving returned 5.1 L/100 kms. Not bad at all. It should also be noted that among my best scores was a 3.4 rating one time.

As far as hybrids go, the new Insight certainly delivers on many fronts. I mostly enjoyed my time with it (my wallet enjoyed it very much at the end of the week too). While I think Honda needs to do more to address powertrain refinement and giving us a Honda hybrid that is versatile (a hatchback or CUV please), there’s no doubt that the new Insight is miles kilometres ahead of any version before it. It looks more conventional than many hybrids on the market today (both inside and out) and it has good looks and a high quality feel. Certainly, if you are in the market for a hybrid and can live without a hatchback, the Insight is worthy of your consideration.

While Fiat-Chrysler Automobiles (FCA) is far from being a sales leader in the current automotive climate, one thing they did right was to concentrate largely on trucks and SUVs.

As such, they have the Jeep brand which is entirely dedicated to churning out money-making SUVs of all sizes. No cars allowed under the Jeep banner. They also made the Dodge Ram a standalone brand.

Possibly the biggest and most lucrative segment in North America is the one the Ram 1500 competes in. There aren’t too many direct competitors (you can count them all on one hand), yet the next generation brand is crucial to the success of FCA altogether.

So when FCA finally gave a much-need overhaul to their half-tonne pick up, most North America took notice.

And one of the first things they noticed was the updated styling. Gone are significant styling cues such as the large cross-hair grille. Instead, the Ram takes on a completely new look. Or should that be, completely new looks. You see, the way the mug of your new 1500 looks largely depends on which trim level you opt for. If you opt for the Sport, which is the trim FCA Canada sent my way for review, you’ll get body coloured trim all around, which substitutes a lot of chrome, There’s also dark coloured badging, reflector-style LED headlights and dual exhausts. My tester came with an optional sport performance hood (which includes more bulges and air intakes), and rather nice-looking 22-inch sport wheels. It should be noted that FCA Canada decided to throw us Canucks a bit of a bone by offering the Sport trim exclusively to the Canadian market. If you are American and are jealous, fear not, a Ram 1500 Sport look-alike is technically possible for you, if you spec it out properly. Still, it’s nice to know our tiny little market still gets attention every now and then.

Overall though, the new exterior styling is a big departure from the previous generation. Initially I thought I preferred the styling of the previous generation, but after seeing the new design in person, especially in Sport trim, I can safely say the new design will likely become a hit among truck purists.

As a bit of an aside, I am pleased to see Ram has decided to fit all Ram 1500s with amber turn signals. Amber turn signals are clearer to see and reduce collisions by 5%. And while I am not a fan of companies who use the brake light to double as the turn signal – something which Ram has done even with the new 1500 – I am pleased to see that at least that signal is LED and still flashes amber. Kudos, FCA.

Inside there is lots to talk about concerning the newly redesigned interior, not least of which is the newly available 12-inch infotainment screen that is only available in the upper trims. This long vertical screen mimics the latest offerings from Tesla and Volvo, though the actual set up is thankfully still done by Chrysler, meaning you’ll still get the excellent U-connect system which continues to be, in my opinion, among the best in the business. However, if you opt for the mid Sport trim, this huge screen is not available. Still, the standard screen is still big enough and has a crisp and clear display. But the interior itself can be spec’d out to be quite opulent in upper trims. One might even say it can even rival interiors of luxury car makers. In any event, the interior of the Limited trim is most certainly the nicest truck interior in the business.

The Sport trim adds exclusive black trim, which is nice to my eyes, but I can understand why some may feel that it makes the cabin feel a bit dark and dreary. There are lots of large dials and knobs – not least of which is to operate the transmission, which takes a bit of getting used to. I would often grab the climate knob when wanting to use the shifter. I imagine this something to be something you eventually get used to, especially since I eventually did near the end of my time with the Ram.

As you’d imagine, interior space is not lacking with limo-like leg room in the rear. Those bottom seat cushions can fold upward increasing versatility and my tester came with a really cool storage feature. Underneath the floor mats is a sizeable and lockable cubby hole. There’s one on each side and they are quite deep. Unless you know this feature is there, it will likely go unnoticed by thieves looking for your expensive laptop. I love it! While the Ram boxes are still available, this provides a great solution that allows you to have lockable storage compartments that don’t eat into rear bed space.

Also, if you are an architect and you are somehow also the owner of a new Ram 1500 and you forgot your protractor and conversion chart, fear not! Both are featured under the lid of the centre storage compartment. This is a random feature, but I suppose it’s better to have one than not.

Under the hood is FCA’s tried and true 5.7 litre HEMI V8 which is good for 395 horsepower and 410 pound-foot torque mated to an eight-speed automatic. On other trims you can find a V6, a V8 with e-torque (don’t call it a mild hybrid, FCA doesn’t like that but, yeah. It’s a mild hybrid…), and the 3.0 litre diesel option. With the 5.7, the new eight-speed automatic works quite well with smooth and shifts that occur at appropriate times. The 1500 is still a heavy beast so 0-100 times don’t feel particularly quick, but it actually is decent with a recorded 6.1 second time. Oddly enough, sound from the engine and exhaust aren’t sent with the same dramatic flare of HEMIs in the past. You can certainly hear it, it just isn’t delivered with the same gusto. This could be due to Ram’s obvious want to move more upscale.

On the road the Ram 1500 feels and drives like it is smaller than what it actually is, which is a good thing for urbanites who feel as if they need a half-tonne pickup in the city for some reason. It feels relatively sure footed in turns and parking lots and is generally easy to maneuver about. My tester came with a back-up camera, sensors and a 360 around view camera making parking a cinch in almost any situation. You wouldn’t want to curb rash those 22-inch rims after all.

For that small minority of people who actually intend to use the Ram for its capabilities as a truck (if that’s you, you’re in the minority, unfortunately) you’ll be happy to know that the new Ram has gone on a bit of a diet. Thanks to shedded weight, fuel consumption improves as does towing capacity which now sits at 12,750 pound with the 5.7. FCA was able to shed 102 kilograms from the 1500′s mass thanks to a frame that’s now made of 54% steel. There’s also an aluminum hood and tailgate now. Payload has increased 22% to 2,300 pounds and the brakes are improved with larger rotors.

There is also a coil-spring set up in the rear, but the real story is the four-corner air suspension. It adjusts the ride height of the Ram either manually or automatically. For instance, the latter will occur during highway driving. It will lower its nose automatically, depending on speed, to achieve the best aerodynamic height which increases fuel efficiency. You can manually lower or rise the ride height yourself for easier entry or for more intense off-roading. I loved this feature in previous Ram 1500s and continue to enjoy it today.

While on the highway, you would think you were driving a large luxury barge befitting of celebrities or politicians, not a pick-up truck. It is smooth, comfortable and settled. It glides seamlessly on the road and has good pick-up and passing power when needed. This is one of the best riding trucks in the market today – a feat achieved thanks to that air suspension. It’s a $1,900 option, but if you’re using your truck for lots of travel, it is well worth the money. We certainly appreciated to during our four hour trip from Halifax to PEI. In fact, thanks to that suspension, my fiancee who suffers from hip displaysia was able to sit comfortably through the entire four hours. Normally we would need to stop to give her hip a break every hour.

RAM says fuel consumption has improved. Aside form the lighter weight, it also features cylinder deactivation which will allow the V8 to run on four cylinders if the added power isn’t needed. It does this automatically and the switch from eight to four and back again is barely noticeable, even when you’re specifically checking for it.

For the 5.7 Sport edition official fuel consumption figured come in at 16.1 city 13.0 highway. After a week fo mixed driving, including that trip to and from PEI, my official numbers came in a 13.0 L/100 kms. Not bad for a V8 attached to a half-tonne. With that being said, filling the tank from empty still cost $120. Granted gas prices were high at the time, but that’s still a lot of money. You’d likely do better with the diesel option if fuel consumption is a concern.

But overall I very much enjoyed my time with the new Ram 1500. I’ve driven all of its competition before and I can safely say that this new one is one hell of a credible contender. It ticks off all the right boxes and has class exclusive firsts to go along with it. The new look is either love it or hate it, but I dare anyone to hate the Sport trim specifically. It is immensely comfortable, premium feeling and has the best infotainment system in the business. There are a multitude of trims from more serious off-roader to luxurious liner and everything in between.

The bottom line is, if you’re just looking to Ford or GM for your half-tonne needs, you’re doing yourself a huge disservice. The new Ram is one hell of a good truck.

While Fiat-Chrysler Automobiles (FCA) is far from being a sales leader in the current automotive climate, one thing they did right was to concentrate largely on trucks and SUVs.

As such, they have the Jeep brand which is entirely dedicated to churning out money-making SUVs of all sizes. No cars allowed under the Jeep banner. They also made the Dodge Ram a standalone brand.

Possibly the biggest and most lucrative segment in North America is the one the Ram 1500 competes in. There aren’t too many direct competitors (you can count them all on one hand), yet the next generation brand is crucial to the success of FCA altogether.

So when FCA finally gave a much-need overhaul to their half-tonne pick up, most North America took notice.

And one of the first things they noticed was the updated styling. Gone are significant styling cues such as the large cross-hair grille. Instead, the Ram takes on a completely new look. Or should that be, completely new looks. You see, the way the mug of your new 1500 looks largely depends on which trim level you opt for. If you opt for the Sport, which is the trim FCA Canada sent my way for review, you’ll get body coloured trim all around, which substitutes a lot of chrome, There’s also dark coloured badging, reflector-style LED headlights and dual exhausts. My tester came with an optional sport performance hood (which includes more bulges and air intakes), and rather nice-looking 22-inch sport wheels. It should be noted that FCA Canada decided to throw us Canucks a bit of a bone by offering the Sport trim exclusively to the Canadian market. If you are American and are jealous, fear not, a Ram 1500 Sport look-alike is technically possible for you, if you spec it out properly. Still, it’s nice to know our tiny little market still gets attention every now and then.

Overall though, the new exterior styling is a big departure from the previous generation. Initially I thought I preferred the styling of the previous generation, but after seeing the new design in person, especially in Sport trim, I can safely say the new design will likely become a hit among truck purists.

As a bit of an aside, I am pleased to see Ram has decided to fit all Ram 1500s with amber turn signals. Amber turn signals are clearer to see and reduce collisions by 5%. And while I am not a fan of companies who use the brake light to double as the turn signal – something which Ram has done even with the new 1500 – I am pleased to see that at least that signal is LED and still flashes amber. Kudos, FCA.

Inside there is lots to talk about concerning the newly redesigned interior, not least of which is the newly available 12-inch infotainment screen that is only available in the upper trims. This long vertical screen mimics the latest offerings from Tesla and Volvo, though the actual set up is thankfully still done by Chrysler, meaning you’ll still get the excellent U-connect system which continues to be, in my opinion, among the best in the business. However, if you opt for the mid Sport trim, this huge screen is not available. Still, the standard screen is still big enough and has a crisp and clear display. But the interior itself can be spec’d out to be quite opulent in upper trims. One might even say it can even rival interiors of luxury car makers. In any event, the interior of the Limited trim is most certainly the nicest truck interior in the business.

The Sport trim adds exclusive black trim, which is nice to my eyes, but I can understand why some may feel that it makes the cabin feel a bit dark and dreary. There are lots of large dials and knobs – not least of which is to operate the transmission, which takes a bit of getting used to. I would often grab the climate knob when wanting to use the shifter. I imagine this something to be something you eventually get used to, especially since I eventually did near the end of my time with the Ram.

As you’d imagine, interior space is not lacking with limo-like leg room in the rear. Those bottom seat cushions can fold upward increasing versatility and my tester came with a really cool storage feature. Underneath the floor mats is a sizeable and lockable cubby hole. There’s one on each side and they are quite deep. Unless you know this feature is there, it will likely go unnoticed by thieves looking for your expensive laptop. I love it! While the Ram boxes are still available, this provides a great solution that allows you to have lockable storage compartments that don’t eat into rear bed space.

Also, if you are an architect and you are somehow also the owner of a new Ram 1500 and you forgot your protractor and conversion chart, fear not! Both are featured under the lid of the centre storage compartment. This is a random feature, but I suppose it’s better to have one than not.

Under the hood is FCA’s tried and true 5.7 litre HEMI V8 which is good for 395 horsepower and 410 pound-foot torque mated to an eight-speed automatic. On other trims you can find a V6, a V8 with e-torque (don’t call it a mild hybrid, FCA doesn’t like that but, yeah. It’s a mild hybrid…), and the 3.0 litre diesel option. With the 5.7, the new eight-speed automatic works quite well with smooth and shifts that occur at appropriate times. The 1500 is still a heavy beast so 0-100 times don’t feel particularly quick, but it actually is decent with a recorded 6.1 second time. Oddly enough, sound from the engine and exhaust aren’t sent with the same dramatic flare of HEMIs in the past. You can certainly hear it, it just isn’t delivered with the same gusto. This could be due to Ram’s obvious want to move more upscale.

On the road the Ram 1500 feels and drives like it is smaller than what it actually is, which is a good thing for urbanites who feel as if they need a half-tonne pickup in the city for some reason. It feels relatively sure footed in turns and parking lots and is generally easy to maneuver about. My tester came with a back-up camera, sensors and a 360 around view camera making parking a cinch in almost any situation. You wouldn’t want to curb rash those 22-inch rims after all.

For that small minority of people who actually intend to use the Ram for its capabilities as a truck (if that’s you, you’re in the minority, unfortunately) you’ll be happy to know that the new Ram has gone on a bit of a diet. Thanks to shedded weight, fuel consumption improves as does towing capacity which now sits at 12,750 pound with the 5.7. FCA was able to shed 102 kilograms from the 1500′s mass thanks to a frame that’s now made of 54% steel. There’s also an aluminum hood and tailgate now. Payload has increased 22% to 2,300 pounds and the brakes are improved with larger rotors.

There is also a coil-spring set up in the rear, but the real story is the four-corner air suspension. It adjusts the ride height of the Ram either manually or automatically. For instance, the latter will occur during highway driving. It will lower its nose automatically, depending on speed, to achieve the best aerodynamic height which increases fuel efficiency. You can manually lower or rise the ride height yourself for easier entry or for more intense off-roading. I loved this feature in previous Ram 1500s and continue to enjoy it today.

While on the highway, you would think you were driving a large luxury barge befitting of celebrities or politicians, not a pick-up truck. It is smooth, comfortable and settled. It glides seamlessly on the road and has good pick-up and passing power when needed. This is one of the best riding trucks in the market today – a feat achieved thanks to that air suspension. It’s a $1,900 option, but if you’re using your truck for lots of travel, it is well worth the money. We certainly appreciated to during our four hour trip from Halifax to PEI. In fact, thanks to that suspension, my fiancee who suffers from hip displaysia was able to sit comfortably through the entire four hours. Normally we would need to stop to give her hip a break every hour.

RAM says fuel consumption has improved. Aside form the lighter weight, it also features cylinder deactivation which will allow the V8 to run on four cylinders if the added power isn’t needed. It does this automatically and the switch from eight to four and back again is barely noticeable, even when you’re specifically checking for it.

For the 5.7 Sport edition official fuel consumption figured come in at 16.1 city 13.0 highway. After a week fo mixed driving, including that trip to and from PEI, my official numbers came in a 13.0 L/100 kms. Not bad for a V8 attached to a half-tonne. With that being said, filling the tank from empty still cost $120. Granted gas prices were high at the time, but that’s still a lot of money. You’d likely do better with the diesel option if fuel consumption is a concern.

But overall I very much enjoyed my time with the new Ram 1500. I’ve driven all of its competition before and I can safely say that this new one is one hell of a credible contender. It ticks off all the right boxes and has class exclusive firsts to go along with it. The new look is either love it or hate it, but I dare anyone to hate the Sport trim specifically. It is immensely comfortable, premium feeling and has the best infotainment system in the business. There are a multitude of trims from more serious off-roader to luxurious liner and everything in between.

The bottom line is, if you’re just looking to Ford or GM for your half-tonne needs, you’re doing yourself a huge disservice. The new Ram is one hell of a good truck.

Quickly, what’s the first thing you think of when you see the all-new Nissan Kicks?

If you said anything except Brazil’s Carnival, then I’m sorry to have to inform you that you’ve just experienced a bit of a fail today.

Back in 2014, the Kicks was first shown at the Sao Paulo Motor Show, which was fitting considering it was designed in Brazil, specifically at Nissan’s design studios in Rio. Nissan says the final design seen on the roads today is meant to reflect “vibrancy and exuberance” of Brazil’s Carnival.

While I obviously would never fault you, dear reader, for likely getting the answer to my above question wrong, I do somewhat understand why Nissan is choosing to even highlight something that is otherwise immaterial.

When the production Kicks was first revealed, I took a good hard look at the design because it reminded me of something. No, I didn’t immediately exclaim “OMG, IT’S BRAZIL’S CARNIVAL”, but the design reminded me specifically of a region of the world.

You know how a French car actually reminds you of France or a German car looks so typically German that Angela Merkel may as well have given birth to it? Well, I didn’t think the Kicks looked as if it hailed from Brazil specifically, but it did remind me of the type of vehicle I would see on South American roads. Of course, never having been to South America before, I can’t pinpoint why I specifically thought that, but it just seemed as if it would fit in nicely parked on the back streets of Panama or Peru.

I don’t usually get that sort of specific feeling from design. Maybe the Kicks is a special car?

Well without meaning to drone on too much about the design, suffice to say it is fairly inoffensive and seems to still blend in nicely with the rest of the Nissan lineup, despite its South American influence. Of note are the available two-tone colour options, standard alloy wheels regardless of trim and, of course, its best SUV imitation stance.

Inside is a simple but nicely designed interior and materials feel of decent quality. As is the case with most modern-day Nissans, head space is in abundance and rear legroom is adequate for most. My top of the line SR trim added leatherette seats with contrast stitching. And with the SR trim specifically, a good case could be made for value. In addition to the contrast leatherette seats, the SR trim adds: LED headlights, blind-spot monitoring, rear camera with 360 degree surround view, and a Bose sound system. The latter comes with Bose speakers integrated into the driver’s headrests. I initially thought this would deafen the driver, but it enhances instead and is quite a nice feature.

The infotainment system responds to command more often than not, except when it comes to the Siris Satellite radio. For some reason, while driving along minding my own business, it would randomly change radio stations on me without warning. I would then switch it back to the station I was originally listening to. Fifteen seconds later it would switch the station again, on its own, to something completely random. This got annoying quickly. Even more of a head-scratcher was the fact that it seemed to smarten up during my last two days with it. Suddenly it was behaving as it should. I’m sure this is an issue specific to the model I was driving, but this would be something to specifically watch out for when on a test drive of the Kicks. Besides, the Kicks comes with AppleCarplay so this may not even be an issue in the end.

You can have any engine you desire in the Kicks, so long as it’s the 1.6 litre naturally aspirated 4-cylinder. As you’d expect after reading that last sentence, the power figures aren’t going to get your testosterone levels going. It makes due with 125 horsepower and 115 pound-foot torque paired to a continuously variable transmission (CVT). What did you expect from a vehicle whose top model only goes for a mere $22,798 price tag? Besides, Nissan is quick to draw your attention to the fact that the Kicks is the lightest competitor in its segment so there isn’t much weight to haul anyway.

Sadly, there is no manual transmission available so you’re stuck with the CVT. If I’m honest though, there are a lot worse CVTs to be stuck with. While the Kicks needs a fair amount of coaxing to get it moving, the CVT is largely unobtrusive and noise doesn’t penetrate the cabin too badly. Power flow is linear and decently available in the lower power band, but there’s no getting around the fact that the Kicks would prefer you would stick to a more leisurely pace, making it a pretty good little city roundabout car.

Handling is better than expected with good feedback dialled into the steering wheel. It feels agile and relatively planted in the bends. It doesn’t come close to outpacing the spritely, more driver-focused Mazda CX-3, but it’s not bad all the same. This is particularly impressive considering the ride itself is decently comfortable, though a large part of credit for that could be handed to the “zero-gravity” seats which remind a fave Nissan feature of mine.

Official fuel consumption figures come in at 7.7 L/100 kms city and 6.6 highway. During my week of mixed highway/city driving, I was able to return a decent 7.3 L/100 kms. See? that CVT has a purpose after all.

It should be mentioned that the Kicks is only available in front-wheel drive. In fact, I probably should have mentioned that sooner in the review for those of you who are actually considering purchasing a sub-compact CUV such as the Kicks. Chances are, a reason why you’re even in the market for one is because you have at least considered the advantages of all-wheel drive. That makes it a dicey decision to launch the Kicks without all-wheel drive, especially in the Canadian market. Still, Canadians are value minded and since a lot of Canadians are likely oblivious as to which wheels are being fed power in their personal vehicles, Nissan likely betted that most folks wouldn’t notice the lack of all-wheel drive. Even if they did, they might favour of having the look and lifestyle of an SUV owner without the cost of a typical SUV. I’m willing to bet Nissan is right.

But is it special? Well despite the fact that its design influence somewhat matched my interpretation, no, it doesn’t feel special. To be honest, Nissan’s Juke (which I reviewed back in 2012) inspired me more than the Kicks has. Though it could be argued that both vehicles serve(d) completely different purposes. Still, the Kicks makes me miss the Juke.

However, what the Kicks does do is offer the masses what they want: a stylish, rugged-seeming vehicle that offers great value, a comfortable ride, good fuel consumption, decent versatility and is easy to drive anywhere.

In that sense, the Kicks certainly does the tricks.

(Yes, I made the word ‘trick’ plural solely to make it rhyme).

Kicks Base Price: $17,998

Price As Tested: $23,083

Pros:

South American urban roundabout looks

Lots of great value

Decent handling abilities

Comfortable ride

Cons:

Drive slow, homie

No all-wheel drive

No manual transmission

Fidgety Siris Satellite radio

Immediate Competition:

Chevrolet Trax

Ford EcoSport

Honda HR-V

Hyundai Kona

Jeep Renegade

Mazda CX-3

Mitsubishi RVR

Toyota CH-R

]]>

Quickly, what’s the first thing you think of when you see the all-new Nissan Kicks?

If you said anything except Brazil’s Carnival, then I’m sorry to have to inform you that you’ve just experienced a bit of a fail today.

Back in 2014, the Kicks was first shown at the Sao Paulo Motor Show, which was fitting considering it was designed in Brazil, specifically at Nissan’s design studios in Rio. Nissan says the final design seen on the roads today is meant to reflect “vibrancy and exuberance” of Brazil’s Carnival.

While I obviously would never fault you, dear reader, for likely getting the answer to my above question wrong, I do somewhat understand why Nissan is choosing to even highlight something that is otherwise immaterial.

When the production Kicks was first revealed, I took a good hard look at the design because it reminded me of something. No, I didn’t immediately exclaim “OMG, IT’S BRAZIL’S CARNIVAL”, but the design reminded me specifically of a region of the world.

You know how a French car actually reminds you of France or a German car looks so typically German that Angela Merkel may as well have given birth to it? Well, I didn’t think the Kicks looked as if it hailed from Brazil specifically, but it did remind me of the type of vehicle I would see on South American roads. Of course, never having been to South America before, I can’t pinpoint why I specifically thought that, but it just seemed as if it would fit in nicely parked on the back streets of Panama or Peru.

I don’t usually get that sort of specific feeling from design. Maybe the Kicks is a special car?

Well without meaning to drone on too much about the design, suffice to say it is fairly inoffensive and seems to still blend in nicely with the rest of the Nissan lineup, despite its South American influence. Of note are the available two-tone colour options, standard alloy wheels regardless of trim and, of course, its best SUV imitation stance.

Inside is a simple but nicely designed interior and materials feel of decent quality. As is the case with most modern-day Nissans, head space is in abundance and rear legroom is adequate for most. My top of the line SR trim added leatherette seats with contrast stitching. And with the SR trim specifically, a good case could be made for value. In addition to the contrast leatherette seats, the SR trim adds: LED headlights, blind-spot monitoring, rear camera with 360 degree surround view, and a Bose sound system. The latter comes with Bose speakers integrated into the driver’s headrests. I initially thought this would deafen the driver, but it enhances instead and is quite a nice feature.

The infotainment system responds to command more often than not, except when it comes to the Siris Satellite radio. For some reason, while driving along minding my own business, it would randomly change radio stations on me without warning. I would then switch it back to the station I was originally listening to. Fifteen seconds later it would switch the station again, on its own, to something completely random. This got annoying quickly. Even more of a head-scratcher was the fact that it seemed to smarten up during my last two days with it. Suddenly it was behaving as it should. I’m sure this is an issue specific to the model I was driving, but this would be something to specifically watch out for when on a test drive of the Kicks. Besides, the Kicks comes with AppleCarplay so this may not even be an issue in the end.

You can have any engine you desire in the Kicks, so long as it’s the 1.6 litre naturally aspirated 4-cylinder. As you’d expect after reading that last sentence, the power figures aren’t going to get your testosterone levels going. It makes due with 125 horsepower and 115 pound-foot torque paired to a continuously variable transmission (CVT). What did you expect from a vehicle whose top model only goes for a mere $22,798 price tag? Besides, Nissan is quick to draw your attention to the fact that the Kicks is the lightest competitor in its segment so there isn’t much weight to haul anyway.

Sadly, there is no manual transmission available so you’re stuck with the CVT. If I’m honest though, there are a lot worse CVTs to be stuck with. While the Kicks needs a fair amount of coaxing to get it moving, the CVT is largely unobtrusive and noise doesn’t penetrate the cabin too badly. Power flow is linear and decently available in the lower power band, but there’s no getting around the fact that the Kicks would prefer you would stick to a more leisurely pace, making it a pretty good little city roundabout car.

Handling is better than expected with good feedback dialled into the steering wheel. It feels agile and relatively planted in the bends. It doesn’t come close to outpacing the spritely, more driver-focused Mazda CX-3, but it’s not bad all the same. This is particularly impressive considering the ride itself is decently comfortable, though a large part of credit for that could be handed to the “zero-gravity” seats which remind a fave Nissan feature of mine.

Official fuel consumption figures come in at 7.7 L/100 kms city and 6.6 highway. During my week of mixed highway/city driving, I was able to return a decent 7.3 L/100 kms. See? that CVT has a purpose after all.

It should be mentioned that the Kicks is only available in front-wheel drive. In fact, I probably should have mentioned that sooner in the review for those of you who are actually considering purchasing a sub-compact CUV such as the Kicks. Chances are, a reason why you’re even in the market for one is because you have at least considered the advantages of all-wheel drive. That makes it a dicey decision to launch the Kicks without all-wheel drive, especially in the Canadian market. Still, Canadians are value minded and since a lot of Canadians are likely oblivious as to which wheels are being fed power in their personal vehicles, Nissan likely betted that most folks wouldn’t notice the lack of all-wheel drive. Even if they did, they might favour of having the look and lifestyle of an SUV owner without the cost of a typical SUV. I’m willing to bet Nissan is right.

But is it special? Well despite the fact that its design influence somewhat matched my interpretation, no, it doesn’t feel special. To be honest, Nissan’s Juke (which I reviewed back in 2012) inspired me more than the Kicks has. Though it could be argued that both vehicles serve(d) completely different purposes. Still, the Kicks makes me miss the Juke.

However, what the Kicks does do is offer the masses what they want: a stylish, rugged-seeming vehicle that offers great value, a comfortable ride, good fuel consumption, decent versatility and is easy to drive anywhere.

I found out that Ford Canada was finally willing to send an interesting vehicle to Atlantic Canada for review for a change. And that vehicle was a Mustang with a V8. I was hoping Ford would keep the streak going by equipping it with a manual transmission, but I was told it would be the new 10-speed automatic, largely due to the fact that the Mustang was to make its rounds to local lifestyle bloggers first, and most of them apparently don’t know how to drive manual (thanks for ruining it for us actual automotive enthusiasts, guys).

Still, the new 10-speed automatic promised to quite impressive and quite frankly the opportunity to drive a big rear-drive V8 muscle car for the week was appealing enough regardless of the transmission set up. I patiently waiting my turn for seat time.

But then, those car Gods started to frown. All of a sudden, I found out that Ford Canada was pulling the Mustang from the fleet early, and my originally scheduled week turned into a mere two days. Sigh.

But two days are better than no days so I decided to make the most of my reduced time with it.

For 2018 Ford has given some styling upgrades to its iconic pony. The headlights have been redesigned to look squinty-er, the bars on the tail lights now curve inwards slightly, and new bumpers and wheel styles are now available. It still has plenty of road presence and my tester’s lightning blue metallic with black stripe down the middle only added to its cache. Helping even further is the GT performance package, which Ford Canada was kind enough to tick off when ordering. It adds rather nice looking 19-inch wheels along with, among other things, Brembo brake calipers with larger rotors, a tasteful rear spoiler, and larger radiator.

Alright let’s not waste anymore time, let’s get to what you really want to know about: performance.

The GT comes with Ford’s 5.0 litre V8 which is good for a healthy 460 horsepower and 420 pound foot torque. As mentioned, this brute of an engine can be married to a six-speed manual or a new 10-speed automatic. The amount of sheer power generated from this engine is impressive but perhaps more so is the manner in which that power gets used. The Mustang GT actually gets a 7,300 RPM redline. Most high revving units are found in turbocharged four-pots such as the the previous generations Honda Civic Si. Those types of cars demand to be driven hard as most of the power is in the top end. But the Mustang GT has power throughout any part of the power band all the way up to 7,300.

I can only imagine what the size of my grin would be had I had a Mustang GT equipped with a manual transmission, especially considering how often I was smiling with the automatic. Ten gears may seem like overkill, but when left to its own devices, the transmission responds well. It doesn’t seem to spend much time guessing which gear it should be in. It also helps to tame the beast if need be. For instance, driving the Mustang GT around town could be described as a civilized experience, believe it or not. It will skip gears to ensure a more refined, less jerky experience.

When you’re in the mood for some, er, more spirited driving, the transmission because responsive and exudes a fair amount of confidence to the driver. With only a hair of lag between gear shifts, the transmission is happy to cycle through to the next gear right on command.

Being a muscle car, straight line performance is exactly where it should be and it is absolutely exhilarating. There aren’t too many words that capture the experience other than that, especially when considering this massive beast can get to 100 from 0 in under four seconds, when equipped with the automatic. My tester featured an optional active valve exhaust system which essentially puts a microphone in front of a growling lion. The noise coming from the pipes is intoxicating and really helps to get testosterone pumping through your blood. It sounds mean upon start up, so much so that Ford has equipped it with a feature which allows you to dull the sound upon start up so that you don’t startle your neighbours awake from a good sleep first thing in the morning.

Being a pony car, donuts and burn outs are about as easy as pouring yourself a glass of milk. Uh, I mean, that’s what I hear anyway. But what about when that long straight road becomes twisty?

Given the Mustang’s mass, you would think it to be bulky, cumbersome and difficult to control. Well that optional performance package also adds TORSEN differential, a bigger rear sway bar, K-brace, heavy duty front springs, along with unique stability control and chasis tuning. The end result is a whale that moves about more like a seal. It feels quite composed and exudes plenty of confidence to the driver. It’s an impressive feat to be sure. The optional Recaro seats did a great job of keeping my 6-foot frame planted too.

But it’s also a feat that feels somewhat unnatural. The Mustang is not a purpose built corner carver, it’s a big boat that has been turned into a good corner carver, and it feels it. It’s almost like how you can make a store bought sub much more appetizing by adding some pickles and dijon mustard, but at the end of the day, it’s still a store bought sub. At the end of the day, the Mustang is still a huge vehicle made to handle as if it was half its size. While I would say Ford has largely succeeded at this feat, I can’t help but wonder if I would prefer a vehicle that was meant to be a nimble carver corner in the first place

.

Still, you can get the tail out and it’s fairly manageable. It’s wide stance helps it feel more planted and the added on performance bits keep you from second guessing your speed while approaching a corner.

Of course, the Mustang GT has a sport, sport + and even a race track mode. When selecting the latter, the LCD screen switches to a race-car like set up, and of course, changes the Mustang’s behaviour making it more eager than a pitbull chasing a rabbit.

Is it practical? No. The trunk may be a decent size but the opening is small and awkward making it difficult to haul larger items. Can it seat a lot of people? No. The rear seats are about as useless as a pair of sunglasses during an eclipse. Is it good on gas? No. But who cares? If you want to save gas, a Prius is always waiting to impress you. Is it comfortable? Not really. It doesn’t feel as if you’re staying on a bed of nails, but your chiropractor may have a few concerns when you tell her you traded your sensible sedan for a GT Mustang.

There are a lot of things this car doesn’t do well, but none of that matters. This is a car that makes old people feel young. It scratches the itch for young people constantly looking for thrills. It can actually outperform a lot of its competition and I can think of no vehicle that gives you as much power, dollar for dollar, as the Mustang GT does.

I’ve never been much of a muscle car guy, I’ve always preferred the performance offerings from Europe. They were, by every measurable sense, better than the Challengers, Camaros and Mustangs. But with this new Mustang I’m no longer certain that’s true. It wouldn’t surprise me in the slightest if a Mustang GT or Bullitt could hang with a BMW M4. Is it enough to make me want to buy one over an M4? I’m now unsure. Five years ago you wouldn’t be able to convince me that a Mustang was as good (when strictly talking performance at least). But now, I can safely say that the Mustang is – at least – the best of all the muscle cars available today.

This new version is certainly the most capable Mustang ever made, and that’s something I can say with absolute confidence.

Even before writing this review, I found myself spec’ing out a Mustang GT to my personal liking. That’s something I really only used to do with the Euros and Japanese performance offerings.

If the Mustang continues to evolve down the path its going, you may very well see a Mustang GT in my driveway yet.

Mustang Base Price: $28,599

Price As Tested: $61,638

Pros:

V8 bruteness

Manual still available

Performance packages add true performance credentials

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Sometimes the car Gods smile upon you.

I found out that Ford Canada was finally willing to send an interesting vehicle to Atlantic Canada for review for a change. And that vehicle was a Mustang with a V8. I was hoping Ford would keep the streak going by equipping it with a manual transmission, but I was told it would be the new 10-speed automatic, largely due to the fact that the Mustang was to make its rounds to local lifestyle bloggers first, and most of them apparently don’t know how to drive manual (thanks for ruining it for us actual automotive enthusiasts, guys).

Still, the new 10-speed automatic promised to quite impressive and quite frankly the opportunity to drive a big rear-drive V8 muscle car for the week was appealing enough regardless of the transmission set up. I patiently waiting my turn for seat time.

But then, those car Gods started to frown. All of a sudden, I found out that Ford Canada was pulling the Mustang from the fleet early, and my originally scheduled week turned into a mere two days. Sigh.

But two days are better than no days so I decided to make the most of my reduced time with it.

For 2018 Ford has given some styling upgrades to its iconic pony. The headlights have been redesigned to look squinty-er, the bars on the tail lights now curve inwards slightly, and new bumpers and wheel styles are now available. It still has plenty of road presence and my tester’s lightning blue metallic with black stripe down the middle only added to its cache. Helping even further is the GT performance package, which Ford Canada was kind enough to tick off when ordering. It adds rather nice looking 19-inch wheels along with, among other things, Brembo brake calipers with larger rotors, a tasteful rear spoiler, and larger radiator.

Alright let’s not waste anymore time, let’s get to what you really want to know about: performance.

The GT comes with Ford’s 5.0 litre V8 which is good for a healthy 460 horsepower and 420 pound foot torque. As mentioned, this brute of an engine can be married to a six-speed manual or a new 10-speed automatic. The amount of sheer power generated from this engine is impressive but perhaps more so is the manner in which that power gets used. The Mustang GT actually gets a 7,300 RPM redline. Most high revving units are found in turbocharged four-pots such as the the previous generations Honda Civic Si. Those types of cars demand to be driven hard as most of the power is in the top end. But the Mustang GT has power throughout any part of the power band all the way up to 7,300.

I can only imagine what the size of my grin would be had I had a Mustang GT equipped with a manual transmission, especially considering how often I was smiling with the automatic. Ten gears may seem like overkill, but when left to its own devices, the transmission responds well. It doesn’t seem to spend much time guessing which gear it should be in. It also helps to tame the beast if need be. For instance, driving the Mustang GT around town could be described as a civilized experience, believe it or not. It will skip gears to ensure a more refined, less jerky experience.

When you’re in the mood for some, er, more spirited driving, the transmission because responsive and exudes a fair amount of confidence to the driver. With only a hair of lag between gear shifts, the transmission is happy to cycle through to the next gear right on command.

Being a muscle car, straight line performance is exactly where it should be and it is absolutely exhilarating. There aren’t too many words that capture the experience other than that, especially when considering this massive beast can get to 100 from 0 in under four seconds, when equipped with the automatic. My tester featured an optional active valve exhaust system which essentially puts a microphone in front of a growling lion. The noise coming from the pipes is intoxicating and really helps to get testosterone pumping through your blood. It sounds mean upon start up, so much so that Ford has equipped it with a feature which allows you to dull the sound upon start up so that you don’t startle your neighbours awake from a good sleep first thing in the morning.

Being a pony car, donuts and burn outs are about as easy as pouring yourself a glass of milk. Uh, I mean, that’s what I hear anyway. But what about when that long straight road becomes twisty?

Given the Mustang’s mass, you would think it to be bulky, cumbersome and difficult to control. Well that optional performance package also adds TORSEN differential, a bigger rear sway bar, K-brace, heavy duty front springs, along with unique stability control and chasis tuning. The end result is a whale that moves about more like a seal. It feels quite composed and exudes plenty of confidence to the driver. It’s an impressive feat to be sure. The optional Recaro seats did a great job of keeping my 6-foot frame planted too.

But it’s also a feat that feels somewhat unnatural. The Mustang is not a purpose built corner carver, it’s a big boat that has been turned into a good corner carver, and it feels it. It’s almost like how you can make a store bought sub much more appetizing by adding some pickles and dijon mustard, but at the end of the day, it’s still a store bought sub. At the end of the day, the Mustang is still a huge vehicle made to handle as if it was half its size. While I would say Ford has largely succeeded at this feat, I can’t help but wonder if I would prefer a vehicle that was meant to be a nimble carver corner in the first place

.

Still, you can get the tail out and it’s fairly manageable. It’s wide stance helps it feel more planted and the added on performance bits keep you from second guessing your speed while approaching a corner.

Of course, the Mustang GT has a sport, sport + and even a race track mode. When selecting the latter, the LCD screen switches to a race-car like set up, and of course, changes the Mustang’s behaviour making it more eager than a pitbull chasing a rabbit.

Is it practical? No. The trunk may be a decent size but the opening is small and awkward making it difficult to haul larger items. Can it seat a lot of people? No. The rear seats are about as useless as a pair of sunglasses during an eclipse. Is it good on gas? No. But who cares? If you want to save gas, a Prius is always waiting to impress you. Is it comfortable? Not really. It doesn’t feel as if you’re staying on a bed of nails, but your chiropractor may have a few concerns when you tell her you traded your sensible sedan for a GT Mustang.

There are a lot of things this car doesn’t do well, but none of that matters. This is a car that makes old people feel young. It scratches the itch for young people constantly looking for thrills. It can actually outperform a lot of its competition and I can think of no vehicle that gives you as much power, dollar for dollar, as the Mustang GT does.

I’ve never been much of a muscle car guy, I’ve always preferred the performance offerings from Europe. They were, by every measurable sense, better than the Challengers, Camaros and Mustangs. But with this new Mustang I’m no longer certain that’s true. It wouldn’t surprise me in the slightest if a Mustang GT or Bullitt could hang with a BMW M4. Is it enough to make me want to buy one over an M4? I’m now unsure. Five years ago you wouldn’t be able to convince me that a Mustang was as good (when strictly talking performance at least). But now, I can safely say that the Mustang is – at least – the best of all the muscle cars available today.

This new version is certainly the most capable Mustang ever made, and that’s something I can say with absolute confidence.

Even before writing this review, I found myself spec’ing out a Mustang GT to my personal liking. That’s something I really only used to do with the Euros and Japanese performance offerings.

If the Mustang continues to evolve down the path its going, you may very well see a Mustang GT in my driveway yet.

There’s nothing wrong with the Toyota Corolla. It accelerates, stops, uses minimal amounts of fuel and often doesn’t break down. It keeps its value well and it is safe too. That’s likely why so many people buy it.

But with that said, I don’t really understand why so many people buy it.

The Corolla to me is a car without a soul. It’s an appliance. A potted plant. A paper weight. There’s nothing particularly interesting about how it looks, and more importantly, there’s nothing alluring about the way it drives.

Now, I’m not necessarily criticizing the Corolla here. I recommend it all the time to friends and co-workers alike because as a car, by definition only, it’s quite good.

But to me, a car should be more than a simple refrigerator whose only purpose in life is to keep your food cold. A good car invokes emotion. A good car has character. A good car makes you want to drive it all the time and makes you want to constantly baby it as if it had your own DNA pumping through it.

There’s something special about this car that’s hard to pinpoint. It just makes you feel happy. It’s hard not to drive it without a grin on your face (which I can imagine looks a bit of a ridiculous sight to see a smiley faced car driven by a smiley faced driver).

It’s so satisfying to drive that you’ll often find yourself looking for excuses to drive it. I found myself texting my friends asking them if they needed a drive anywhere. I would convince myself that I was running out of toothpaste and needed to go buy some more even though there was still half the tube left. I would purposely take the long way everywhere I went.

Throw the MX-5 into a corner and it’s only too happy to oblige… It’s not particularly quick, but it doesn’t have to be. It allows you to have boat loads of fun within the confounds of the law. Overall the MX-5 feels balanced, surefooted and nimble; exactly what a roadster should feel like.

So, suffice to say the MX-5 is decidedly un-Corolla like in many ways. But let’s take a look at my last thought there: It’s not particularly quick, but it doesn’t have to be.

Many people have yearned for it to be so with the MX-5. Well, for 2019 Mazda has given to us what many people thought was lacking in the MX-5: MOAR POWER!

I won’t dwell too much on the exterior looks as it remains largely unchanged since it was introduced for the 2016 model year. Though here’s a hot tip: the only way you can visually identify a 2019 MX-5 from a 2018 is at the rear where there is now a back-up camera visible. Otherwise it’s the same shape that you’ll either love or hate. Regardless of your point of view, the MX-5 gets attention everywhere it goes and, on a note of personal preference, my tester’s Eternal Blue Mica paint looks fantastic in the sun.

Inside, the experience is still sardine-in-a-can. There’s no getting around it, space is tight which makes getting in and out an undignified experience at times. The good news for 2019 though, is you’ll likely be able to get a more comfortable seating position thanks to a steering wheel that not only ties, it now telescopes for the firs time. My 6 foot frame (okay okay, 5 foot 11 and a half), was able to get a decently comfortable seating position. There’s removable cup holders but no matter where you place them they always seem to be in the way (best to store them in the cubby between the seats – there’s no glove box).

My top of the line GT trim came with nice light brown leather seats which are both comfortable and supportive. The driver gets speakers integrated into the head rests. The end result is an experience that enhances – not deafens.

Trunk space is not impeded by the soft-top when it is retracted so there’s a decent amount of room for an overnight bag or two. It will certainly do the trick for a quick grocery run.

Let’s get to the engine because for 2019 it is the biggest story by far. The updated 2.0 litre SkyActiv naturally aspirated four-cylinder now produces 181 horsepower and 151 pound foot torque. That’s a significant power gain from the 155 horsepower and 148 pound foot torque produced from 2016 to 2018. A six-speed manual is still available as is an automatic, but don’t be foolish. Get the manual. It is simply among the best manual transmissions currently in the business, which I suppose isn’t saying much these days since manual transmission options are about as plentiful as the red-crested tree rat species (look them up, they’re pretty cute. But the point is, they’re near extinction unfortunately).

The end result is a car with a noticeable increase in oomph, though that power is largely felt at higher RPMs. If you drive the MX-5 around town normally, the added power won’t be as apparent. It’s not an improvement that will turn the MX-5 into a drag race superstar (not the Ru Paul kind of drag race), but it gives a bit more leeway to those of us who experience bursts of testosterone behind the wheel every now and then. Considering how light this little roadster is in the first place, power is certainly on tap when you need it more often than not. On top of it all, with the new power comes a new exhaust note which promises to be deeper and less buzzy. To be honest, I couldn’t really tell much of a difference, though that could just be my goldfish memory coming into play.

Could the MX-5 use more power? I certainly wouldn’t say no. But the MX-5 now feels as if it has the power it always needed. This is how much power the current generation MX-5 should have debuted with.

But even with the increased power, the MX-5 takes no penalties at the pump. It is rated at the same 9.0 L/100 kms city and 7.0 highway ratings. Admittedly, if you opt for the automatic, you can get a better highway rating of 6.6 (but no, seriously, get the manual). My real world testing after a week’s worth of driving in both city and highway delivered 7.6 L/100 kms. To put that into perspective, our beloved Toyota Corolla gets a 7.5 combined rating. So they both use about the same amount of gas, but guess which one is more fun to drive.

Mazda likely left the MX-5′s handling abilities alone because in truth, they never really came into question. It’s a car that was built to be fun in the corners. I have always complained about the amount of body roll (admittedly, completely manageable body roll) but the MX-5 can be thrilling around a bend at any speed. There’s something immensely satisfying about how it takes a corner and indeed how it handles the drive in general.

My GT tester lacked the optional sport package available on the mid-range GS. To be honest, I didn’t miss it too much. Maybe I’m just starting to get older, but I appreciated the added comfort of a non-performance set up most times. The MX-5 is far from a refined luxury ride, so the added comfort was a bit of a bonus.

But let’s get back to my original point: the MX-5 can invoke an emotional response, and for me personally, it invokes an emotional response due to my history of reviewing it.

When I drove the 2016 model year, I had driven it to local a car meet. While there, I met a girl.

A year later, I had a 2017 model year MX-5, though this time it was the RF model (hard top). At that time, that girl I met a year earlier had become my girlfriend.

This time around, for the 2019 model year, that same girl is now my fiancee.

The MX-5 was there at the beginning of my relationship and like that very same relationship, it continues to grow and blossom into something remarkably special.

That’s why the MX-5 is a special car to both of us. In fact, that car is so meaningful to us, that my fiancee and I decided to take it for a late night drive, with the top down, in 10 degree weather so we could experience the nostalgia all over again. It even started to rain during our drive, but we didn’t care. We cranked the heat and kept the roof down anyway. We were, and continue to be, so happy. The experience made us feel all warm and comforted inside as if to say: this is perfect.

That is what a good car does. If you ever find a machine that can invoke as much passion and emotion as the MX-5 does for me, then screw your savings. Go buy it. Life is too short.

As for the MX-5, I’ll one day put my money where my mouth is and have one of my own, I’m sure.

MX-5 Base Price: $34,813

Price As Tested: $41,813

Pros:

Absolute joy to drive

Improved interior ergonomics

Still good on gas

MOAR POWER

Slick manual transmission

Cons:

Getting in and out still challenging

Blind spots with top up

Aging infotainment system

Immediate Competition:

None

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There’s nothing wrong with the Toyota Corolla. It accelerates, stops, uses minimal amounts of fuel and often doesn’t break down. It keeps its value well and it is safe too. That’s likely why so many people buy it.

But with that said, I don’t really understand why so many people buy it.

The Corolla to me is a car without a soul. It’s an appliance. A potted plant. A paper weight. There’s nothing particularly interesting about how it looks, and more importantly, there’s nothing alluring about the way it drives.

Now, I’m not necessarily criticizing the Corolla here. I recommend it all the time to friends and co-workers alike because as a car, by definition only, it’s quite good.

But to me, a car should be more than a simple refrigerator whose only purpose in life is to keep your food cold. A good car invokes emotion. A good car has character. A good car makes you want to drive it all the time and makes you want to constantly baby it as if it had your own DNA pumping through it.

There’s something special about this car that’s hard to pinpoint. It just makes you feel happy. It’s hard not to drive it without a grin on your face (which I can imagine looks a bit of a ridiculous sight to see a smiley faced car driven by a smiley faced driver).

It’s so satisfying to drive that you’ll often find yourself looking for excuses to drive it. I found myself texting my friends asking them if they needed a drive anywhere. I would convince myself that I was running out of toothpaste and needed to go buy some more even though there was still half the tube left. I would purposely take the long way everywhere I went.

Throw the MX-5 into a corner and it’s only too happy to oblige… It’s not particularly quick, but it doesn’t have to be. It allows you to have boat loads of fun within the confounds of the law. Overall the MX-5 feels balanced, surefooted and nimble; exactly what a roadster should feel like.

So, suffice to say the MX-5 is decidedly un-Corolla like in many ways. But let’s take a look at my last thought there: It’s not particularly quick, but it doesn’t have to be.

Many people have yearned for it to be so with the MX-5. Well, for 2019 Mazda has given to us what many people thought was lacking in the MX-5: MOAR POWER!

I won’t dwell too much on the exterior looks as it remains largely unchanged since it was introduced for the 2016 model year. Though here’s a hot tip: the only way you can visually identify a 2019 MX-5 from a 2018 is at the rear where there is now a back-up camera visible. Otherwise it’s the same shape that you’ll either love or hate. Regardless of your point of view, the MX-5 gets attention everywhere it goes and, on a note of personal preference, my tester’s Eternal Blue Mica paint looks fantastic in the sun.

Inside, the experience is still sardine-in-a-can. There’s no getting around it, space is tight which makes getting in and out an undignified experience at times. The good news for 2019 though, is you’ll likely be able to get a more comfortable seating position thanks to a steering wheel that not only ties, it now telescopes for the firs time. My 6 foot frame (okay okay, 5 foot 11 and a half), was able to get a decently comfortable seating position. There’s removable cup holders but no matter where you place them they always seem to be in the way (best to store them in the cubby between the seats – there’s no glove box).

My top of the line GT trim came with nice light brown leather seats which are both comfortable and supportive. The driver gets speakers integrated into the head rests. The end result is an experience that enhances – not deafens.

Trunk space is not impeded by the soft-top when it is retracted so there’s a decent amount of room for an overnight bag or two. It will certainly do the trick for a quick grocery run.

Let’s get to the engine because for 2019 it is the biggest story by far. The updated 2.0 litre SkyActiv naturally aspirated four-cylinder now produces 181 horsepower and 151 pound foot torque. That’s a significant power gain from the 155 horsepower and 148 pound foot torque produced from 2016 to 2018. A six-speed manual is still available as is an automatic, but don’t be foolish. Get the manual. It is simply among the best manual transmissions currently in the business, which I suppose isn’t saying much these days since manual transmission options are about as plentiful as the red-crested tree rat species (look them up, they’re pretty cute. But the point is, they’re near extinction unfortunately).

The end result is a car with a noticeable increase in oomph, though that power is largely felt at higher RPMs. If you drive the MX-5 around town normally, the added power won’t be as apparent. It’s not an improvement that will turn the MX-5 into a drag race superstar (not the Ru Paul kind of drag race), but it gives a bit more leeway to those of us who experience bursts of testosterone behind the wheel every now and then. Considering how light this little roadster is in the first place, power is certainly on tap when you need it more often than not. On top of it all, with the new power comes a new exhaust note which promises to be deeper and less buzzy. To be honest, I couldn’t really tell much of a difference, though that could just be my goldfish memory coming into play.

Could the MX-5 use more power? I certainly wouldn’t say no. But the MX-5 now feels as if it has the power it always needed. This is how much power the current generation MX-5 should have debuted with.

But even with the increased power, the MX-5 takes no penalties at the pump. It is rated at the same 9.0 L/100 kms city and 7.0 highway ratings. Admittedly, if you opt for the automatic, you can get a better highway rating of 6.6 (but no, seriously, get the manual). My real world testing after a week’s worth of driving in both city and highway delivered 7.6 L/100 kms. To put that into perspective, our beloved Toyota Corolla gets a 7.5 combined rating. So they both use about the same amount of gas, but guess which one is more fun to drive.

Mazda likely left the MX-5′s handling abilities alone because in truth, they never really came into question. It’s a car that was built to be fun in the corners. I have always complained about the amount of body roll (admittedly, completely manageable body roll) but the MX-5 can be thrilling around a bend at any speed. There’s something immensely satisfying about how it takes a corner and indeed how it handles the drive in general.

My GT tester lacked the optional sport package available on the mid-range GS. To be honest, I didn’t miss it too much. Maybe I’m just starting to get older, but I appreciated the added comfort of a non-performance set up most times. The MX-5 is far from a refined luxury ride, so the added comfort was a bit of a bonus.

But let’s get back to my original point: the MX-5 can invoke an emotional response, and for me personally, it invokes an emotional response due to my history of reviewing it.

When I drove the 2016 model year, I had driven it to local a car meet. While there, I met a girl.

A year later, I had a 2017 model year MX-5, though this time it was the RF model (hard top). At that time, that girl I met a year earlier had become my girlfriend.

This time around, for the 2019 model year, that same girl is now my fiancee.

The MX-5 was there at the beginning of my relationship and like that very same relationship, it continues to grow and blossom into something remarkably special.

That’s why the MX-5 is a special car to both of us. In fact, that car is so meaningful to us, that my fiancee and I decided to take it for a late night drive, with the top down, in 10 degree weather so we could experience the nostalgia all over again. It even started to rain during our drive, but we didn’t care. We cranked the heat and kept the roof down anyway. We were, and continue to be, so happy. The experience made us feel all warm and comforted inside as if to say: this is perfect.

That is what a good car does. If you ever find a machine that can invoke as much passion and emotion as the MX-5 does for me, then screw your savings. Go buy it. Life is too short.

As for the MX-5, I’ll one day put my money where my mouth is and have one of my own, I’m sure.

Much to the chagrin of automotive journalists, Kia must get a bit of a kick when discussing the Sorento’s place in the automotive landscape.

For a while now the Korean automaker has kept the size of the Sorento in the land of ambiguity when it comes to its class. That makes it tougher for us who review cars to pinpoint its exact competition. The Sorento is bigger than a Honda CR-V or Toyota RAV4, yet it’s smaller than a Ford Explorer or a Nissan Pathfinder.

To make it even more confusing, the Sorento can be had as a two row or a three row vehicle.

With all that said, I do believe I have thought of a couple direct competitor of sorts, which you’ll see at the end of the review in the ‘immediate competition’ section.

For now, let’s explore the changes for the 2019 model year.

For starters, the exterior has been refreshed and augmented to look more premium. Perhaps the biggest give-away that you’re driving the 2019 model year are the new LED daytime running lights in the upper trim levels which illuminate the turn indicators giving a bright amber colour. This is eye-catching from far away and certainly gives it some road presence. Other changes include revised tail lights, new wheel options, chrome exhaust tips and a more prominent re-worked grille. The overall look comes off as being handsome and sophisticated. Well done here, Kia.

Inside you’ll think you’ve entered the cockpit of a high end Japanese vehicle. It certainly impresses with its caramel coloured premium leather seats, panoramic roof and large infotainment screen. The redesigned steering wheel is the only visual clue that you’re driving the updated 2019 model, everything is largely kept the way in was in the 2018 model year, which isn’t a bad thing. The centre stack is still straightforward and easy to use.

It should be noted that Sorentos equipped with the V6 engine get a new UVO Intelligence App, which allows you to remotely start the vehicle from anywhere, it can lock or unlock the doors and can allow you to flash the lights and sound the horn. It will also notify emergency services should it detect that the airbags have gone off. This is a service first introduced on the Rio and it is available to use for free for the first five years. With most leases concluding after four or five year periods, this essentially means you can drive with close to complete peace of mind – for free – until it’s time to upgrade to a new Sorento. There is a reason why the Korean brands are synonymous with value and this is certainly exhibit A.

With that said, Exhibit A of why the Sorento does not offer exceptional value could be all the active safety features that are only available in the very top trim. Sorry Kia, but safety tech should be standard across the board, or at the very least, optional in lower trims.

As you’d expect, interior room is more than adequate for most with comfortable seating and, as mentioned, a third row of seats. Accessing the third row is only a slight challenge and while the third rows in bigger SUV’s offer more space for passengers, the third row in the Sorento will certainly do the trick in a pinch. As usual, it’s probably best to limit kids or adults with smaller statures in the row. With the third row seats up, cargo volume is drastically reduced. It’s still fine for a couple of grocery bags but if you’re looking to have your cake and eat it too with the third row of seats up, you’ll have to wonder to bigger vehicles. With the third row seats down however, the Sorento will offer a decent 1076 litres of room and that number grows to 2067 litres with all rows folded.

If you’re an avid Kia Sorento aficionado (I’m sure they exist), you may have picked up on something I said earlier in the review and that is the fact that the Sorento now has a V6 option. It replaces the old 2.0 litre turbocharged unit. The 3.3 litre makes 290 horsepower and 252 pound feet of torque mated to a new eight-speed automatic. There’s also a naturally aspirated four available, and the 2.4 litre unit makes 185 horses and 178 pound feet of torque. It should be noted that you can only get three row models with the V6, there are no five passenger V6 models. If you don’t want the third row, you’ll have to get the smaller engine. If towing is something you sometimes do, the Sorento with the V6 can tow up to 5,000 pounds.

The V6 itself is smooth and refined. If you’re looking for a nice throaty growl you won’t find it here. This engine prefers to stay out of the way until you indicate you need more grunt. It may take a second but if you put your right foot to the floor, the Sorento is happy to oblige with good linear power. The transmission shifts nicely and seamlessly but the overall feel is less about brute performance and more about refinement. As such, the Sorento doesn’t feel particularly quick off the line. In fact, in the old 2.0 litre turbo that I tried three years ago, I said “a capable engine that can hustle the Sorento out of its own way in a hurry, however that power is not linear. Low end power is almost non-existent, it isn’t until the turbo checks in at mid-range where you feel any sort of oomph”. It seems Kia has addressed the lack of low-end power with the V6, though it doesn’t move with the same urgency as the turbo.

On the road the Sorento feels tame and quiet. The suspension allows it to sail over bumps and potholes with relative comfort and ease. The added power helps with passing on the highway and although the steering is fairly light and numb, the driver still feels a good measure of control.

Where the Sorento falls short is when the road starts to get twisty. The suspension has not been upgraded for 2019 which means there is still a fair amount of float to it and taking a corner often feels like you’re taking a corner in a half-tonne or a minivan. It certainly has similar characteristics to those kinds of vehicles which means spirited driving should be limited to straight line performance. Otherwise you’ll experience a fair amount of understeer, body roll and lack of overall composure. This isn’t the worst thing about the Sorento – it isn’t meant to be a performance vehicle after all – but there are certainly options out there that handle the bends a little more confidently.

As you’d expect, upgrading from the a turbo to a V6 will mean increased fuel consumption. Officially, the V6 is rated at 12.5 L/100 kms in the city and 9.7 on the highway. During a week of mixed driving I was able to return 12.5 L/ 100 kms. That would be fine if I was limited to just city driving, but I did a fair amount of highway driving in my tester so I would have expected better average numbers here.

But overall the Sorento remains a good vehicle. It is certainly amongst the more refined and premium options available and has good versatility thanks to ample space and third row seating. Available V6 power is good for towing and overall thrust, and it is a handsome vehicle to boot. Overall, a nice tidy package. There’s room for improvement, but the Sorento is a fine option for those looking for an SUV that sprinkles in value and luxury.

Sorento Base Price: $27,995

Price As Tested: $48,865

Pros:

Handsome exterior

Premium looking/feeling interior

Refined ride/engine

Good versatility

Cons:

Thirsty on gas

Not very confident in the corners

All of the safety tech only available in top trim

Third row seats not available with four cylinder

Immediate Competition:

Dodge Journey

Hyundai Santa Fe

Mitsubishi Outlander

Nissan Rogue

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Much to the chagrin of automotive journalists, Kia must get a bit of a kick when discussing the Sorento’s place in the automotive landscape.

For a while now the Korean automaker has kept the size of the Sorento in the land of ambiguity when it comes to its class. That makes it tougher for us who review cars to pinpoint its exact competition. The Sorento is bigger than a Honda CR-V or Toyota RAV4, yet it’s smaller than a Ford Explorer or a Nissan Pathfinder.

To make it even more confusing, the Sorento can be had as a two row or a three row vehicle.

With all that said, I do believe I have thought of a couple direct competitor of sorts, which you’ll see at the end of the review in the ‘immediate competition’ section.

For now, let’s explore the changes for the 2019 model year.

For starters, the exterior has been refreshed and augmented to look more premium. Perhaps the biggest give-away that you’re driving the 2019 model year are the new LED daytime running lights in the upper trim levels which illuminate the turn indicators giving a bright amber colour. This is eye-catching from far away and certainly gives it some road presence. Other changes include revised tail lights, new wheel options, chrome exhaust tips and a more prominent re-worked grille. The overall look comes off as being handsome and sophisticated. Well done here, Kia.

Inside you’ll think you’ve entered the cockpit of a high end Japanese vehicle. It certainly impresses with its caramel coloured premium leather seats, panoramic roof and large infotainment screen. The redesigned steering wheel is the only visual clue that you’re driving the updated 2019 model, everything is largely kept the way in was in the 2018 model year, which isn’t a bad thing. The centre stack is still straightforward and easy to use.

It should be noted that Sorentos equipped with the V6 engine get a new UVO Intelligence App, which allows you to remotely start the vehicle from anywhere, it can lock or unlock the doors and can allow you to flash the lights and sound the horn. It will also notify emergency services should it detect that the airbags have gone off. This is a service first introduced on the Rio and it is available to use for free for the first five years. With most leases concluding after four or five year periods, this essentially means you can drive with close to complete peace of mind – for free – until it’s time to upgrade to a new Sorento. There is a reason why the Korean brands are synonymous with value and this is certainly exhibit A.

With that said, Exhibit A of why the Sorento does not offer exceptional value could be all the active safety features that are only available in the very top trim. Sorry Kia, but safety tech should be standard across the board, or at the very least, optional in lower trims.

As you’d expect, interior room is more than adequate for most with comfortable seating and, as mentioned, a third row of seats. Accessing the third row is only a slight challenge and while the third rows in bigger SUV’s offer more space for passengers, the third row in the Sorento will certainly do the trick in a pinch. As usual, it’s probably best to limit kids or adults with smaller statures in the row. With the third row seats up, cargo volume is drastically reduced. It’s still fine for a couple of grocery bags but if you’re looking to have your cake and eat it too with the third row of seats up, you’ll have to wonder to bigger vehicles. With the third row seats down however, the Sorento will offer a decent 1076 litres of room and that number grows to 2067 litres with all rows folded.

If you’re an avid Kia Sorento aficionado (I’m sure they exist), you may have picked up on something I said earlier in the review and that is the fact that the Sorento now has a V6 option. It replaces the old 2.0 litre turbocharged unit. The 3.3 litre makes 290 horsepower and 252 pound feet of torque mated to a new eight-speed automatic. There’s also a naturally aspirated four available, and the 2.4 litre unit makes 185 horses and 178 pound feet of torque. It should be noted that you can only get three row models with the V6, there are no five passenger V6 models. If you don’t want the third row, you’ll have to get the smaller engine. If towing is something you sometimes do, the Sorento with the V6 can tow up to 5,000 pounds.

The V6 itself is smooth and refined. If you’re looking for a nice throaty growl you won’t find it here. This engine prefers to stay out of the way until you indicate you need more grunt. It may take a second but if you put your right foot to the floor, the Sorento is happy to oblige with good linear power. The transmission shifts nicely and seamlessly but the overall feel is less about brute performance and more about refinement. As such, the Sorento doesn’t feel particularly quick off the line. In fact, in the old 2.0 litre turbo that I tried three years ago, I said “a capable engine that can hustle the Sorento out of its own way in a hurry, however that power is not linear. Low end power is almost non-existent, it isn’t until the turbo checks in at mid-range where you feel any sort of oomph”. It seems Kia has addressed the lack of low-end power with the V6, though it doesn’t move with the same urgency as the turbo.

On the road the Sorento feels tame and quiet. The suspension allows it to sail over bumps and potholes with relative comfort and ease. The added power helps with passing on the highway and although the steering is fairly light and numb, the driver still feels a good measure of control.

Where the Sorento falls short is when the road starts to get twisty. The suspension has not been upgraded for 2019 which means there is still a fair amount of float to it and taking a corner often feels like you’re taking a corner in a half-tonne or a minivan. It certainly has similar characteristics to those kinds of vehicles which means spirited driving should be limited to straight line performance. Otherwise you’ll experience a fair amount of understeer, body roll and lack of overall composure. This isn’t the worst thing about the Sorento – it isn’t meant to be a performance vehicle after all – but there are certainly options out there that handle the bends a little more confidently.

As you’d expect, upgrading from the a turbo to a V6 will mean increased fuel consumption. Officially, the V6 is rated at 12.5 L/100 kms in the city and 9.7 on the highway. During a week of mixed driving I was able to return 12.5 L/ 100 kms. That would be fine if I was limited to just city driving, but I did a fair amount of highway driving in my tester so I would have expected better average numbers here.

But overall the Sorento remains a good vehicle. It is certainly amongst the more refined and premium options available and has good versatility thanks to ample space and third row seating. Available V6 power is good for towing and overall thrust, and it is a handsome vehicle to boot. Overall, a nice tidy package. There’s room for improvement, but the Sorento is a fine option for those looking for an SUV that sprinkles in value and luxury.

When Buick announced they had a new next generation mid-size Regal sedan coming soon, a lot of us who follow the automotive industry were a bit surprised.

Our shock wasn’t over the design or over a particularly notable feature. It was the fact that for the first time ever, the Regal wasn’t a sedan at all. It was a wagon.

North Americans don’t seem to like wagons for illogical reasons, so to make the Regal a wagon was a bold move. However, in any event, we Canadians are forbidden from handing our hard earned cash over for a Regal wagon. Buick Canada opted not to sell it here.

So if there’s no Regal sedan anymore and we don’t get the wagon, what exactly do we get?

Well, there’s another version of the Regal that is brand new to the nameplate too: a sportback. And it’s what Buick Canada is hoping Canadians will buy into.

And before we move on to the Regal Sportback’s worth, let’s talk about how it doesn’t even look like a sportback at all. You’d be forgiven if you thought this was the newest iteration of the Regal sedan. It really isn’t until you open the cargo area (which is cleverly done by simply pressing the Buick symbol in the rear) until you realize that the rear glass indeed rises with the deck lid making it a full on sportback design. And is it ever a pretty thing in general. My tester was the Essence trim, which is the highest trim available aside from the high performance GS trim. Visually, that means 18-inch wheels, LED headlights and a unique grille. But in any trim, this new European inspired design certainly turns heads; a feat most Buicks have traditionally not been able to do. Well done to the designers at GM.

(One thing that has been bothering me with higher end GM models lately is that they’ll give you LED tail lights, but you get regular incandescents for the brake lights and turn signals, which is the case for the Regal. If you’re going to ask premium pricing then at least make premium lighting optional, if not standard).

Inside is a tastefully designed cabin which exudes a premium look and feel, short of being full-on luxury. One of my favourite aspects of the interior is the centre stack which not only looks great but is placed closer to the driver and is angled the same way too making it a synch to use the rather decent infotainment system. GM’s latest iteration of that system continues to impress with his clarity of design, relatively quick response time and zero lag.

Being a Buick, interior cabin noise is virtually non-existent. Buick prides itself in having this reputation, so lots of sound deadening is packed in to make sure any road, wind or engine noise doesn’t make its way into the cabin. The Regal is the only Buick in the lineup that uses tires (Continental ContiSilents to be exact) which are lined with foam inside for increased noise reduction and comfort. It’s not something most people would ever really consider when buying a new car, but once you know special effort has been made to keep the cabin quiet, it is indeed noticeable, especially when you step foot into literally any other vehicle that isn’t a Buick. Nicely done here, GM.

The other big part about the interior is the sheer space. It may prove slightly difficult to get in and out thanks to the four-door-coupe-like design and its low stance, but once you’re in – and seated in anywhere in the vehicle – you’ll find yourself with good amounts of head, foot and leg room. As is the case with most passenger cars, you’ll want to be sure to have rear centre seat occupants for shorter drives only.

But the real story inside is how much cargo room there is, thanks to that sportback design. With the rear seats up, you’ll find yourself with close to 900 litres of cargo room. Fold those rear seats down (which are 40/20/40 split, by the way) and you’ll find yourself with over 1,700 L of cargo space. To put that into context, it means that Regal Sportback will easily swallow a pair of bicycles, lumber from Home Depot, or all your ski gear with some room to spare. It certainly proves that with a sportback design, buyers can indeed have their cake and eat it too.

The new Regal Sportback has two engine choices available: a 3.6 litre V6 reserved for the performance oriented GS trim and a 2.0 litre turbocharged four cylinder good for 250 horses and 295 pound feet of torque. This engine can be mated to all-wheel drive or front wheel drive, but the latter is limited to the base trim only. It’s interesting to note that if you do opt for front-wheel drive then you’ll get a nine-speed automatic. If you opt for all-wheel drive (which I suspect most Canadians will) then you get an eight-speed automatic instead.

On the road the first noticeable thing is how un-Regal like the drive is, meaning this new Regal feels tights, responsive and willing to be pushed in the corners. Regals of yesteryear prioritized comfort and coddling ahead of raw performance, but this is no longer the case. I would imagine the GS to be a fantastic performer in the bends if the regular Essance model is any indication. Even with those silence-centric tires, the Regal can still hold its own when pushed, though it should be noted that it can start to suffer from understeer if you go too hard. The eight-speed does a good job of staying out of the way for normal driving, but it does impede a but when you are driving more spiritedly as shifts aren’t as precise and sharp as I’ve experienced in other performance sedans.

The engine itself is decent largely thanks to the oodles of torque that are all-too-happy to slingshot you forward should you need more passing power or have suddenly turned into a drag racing character from The Fast and the Furious. Again, the transmission has some slight lag, but overall the Regal won’t let you down if you need to get somewhere in a hurry.

Official fuel consumption figures come in at 11.0 L/100 kms in the city and 8.0 highway. After a week of mixed driving I returned a rather surprising 12.4 L/100 kms. I can’t offer much of an explanation for why this figure is so far off from the official numbers. I only really pushed the Regal a couple of times to test out its performance credentials, the rest of the time I was content enough to let the Regal coddle me on the road thus inducing a more relaxed driving style. The Regal even comes with standard stop/start engine technology which cuts the engine off at a red light, for instance, and then automatically turns the engine back on once you’ve taken your foot of the brake. The obvious benefit would be to save even more fuel, but this didn’t seem to help out at all. The weight of the all-wheel drive system could play a role here, but overall I am fairly dumbfounded as to why I couldn’t return anything close to the official figures. And to highlight just how shocking its fuel consumption is, I was able to return 12.7 L/100 kms in my recent test of the behemoth known as the Chevrolet Suburban which sports a growly 5.3 litre V8.

Odd consumption figures aside, the new Regal is, without a doubt, the best version of itself yet. While I’m a bit butthurt that we are not allowed to have the wagon version, but turning the Regal into a sportback is just as good. If you’re looking for a quiet, comfortable ride that is willing to play in the corners every now and then, the Buick Regal is worth a spot on your test drive list.

Regal Sportback Base Price: $31,945

Price As Tested: $42,830

Pros:

Sleek design

Cargo room

Quiet ride

Decent performer when desired

Cons:

Price is a bit steep

Surprisingly thirsty

Premium lighting is optional up front, not available in rear

No wagon available

Immediate Competition:

Kia Stinger

Nissan Maxima

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When Buick announced they had a new next generation mid-size Regal sedan coming soon, a lot of us who follow the automotive industry were a bit surprised.

Our shock wasn’t over the design or over a particularly notable feature. It was the fact that for the first time ever, the Regal wasn’t a sedan at all. It was a wagon.

North Americans don’t seem to like wagons for illogical reasons, so to make the Regal a wagon was a bold move. However, in any event, we Canadians are forbidden from handing our hard earned cash over for a Regal wagon. Buick Canada opted not to sell it here.

So if there’s no Regal sedan anymore and we don’t get the wagon, what exactly do we get?

Well, there’s another version of the Regal that is brand new to the nameplate too: a sportback. And it’s what Buick Canada is hoping Canadians will buy into.

And before we move on to the Regal Sportback’s worth, let’s talk about how it doesn’t even look like a sportback at all. You’d be forgiven if you thought this was the newest iteration of the Regal sedan. It really isn’t until you open the cargo area (which is cleverly done by simply pressing the Buick symbol in the rear) until you realize that the rear glass indeed rises with the deck lid making it a full on sportback design. And is it ever a pretty thing in general. My tester was the Essence trim, which is the highest trim available aside from the high performance GS trim. Visually, that means 18-inch wheels, LED headlights and a unique grille. But in any trim, this new European inspired design certainly turns heads; a feat most Buicks have traditionally not been able to do. Well done to the designers at GM.

(One thing that has been bothering me with higher end GM models lately is that they’ll give you LED tail lights, but you get regular incandescents for the brake lights and turn signals, which is the case for the Regal. If you’re going to ask premium pricing then at least make premium lighting optional, if not standard).

Inside is a tastefully designed cabin which exudes a premium look and feel, short of being full-on luxury. One of my favourite aspects of the interior is the centre stack which not only looks great but is placed closer to the driver and is angled the same way too making it a synch to use the rather decent infotainment system. GM’s latest iteration of that system continues to impress with his clarity of design, relatively quick response time and zero lag.

Being a Buick, interior cabin noise is virtually non-existent. Buick prides itself in having this reputation, so lots of sound deadening is packed in to make sure any road, wind or engine noise doesn’t make its way into the cabin. The Regal is the only Buick in the lineup that uses tires (Continental ContiSilents to be exact) which are lined with foam inside for increased noise reduction and comfort. It’s not something most people would ever really consider when buying a new car, but once you know special effort has been made to keep the cabin quiet, it is indeed noticeable, especially when you step foot into literally any other vehicle that isn’t a Buick. Nicely done here, GM.

The other big part about the interior is the sheer space. It may prove slightly difficult to get in and out thanks to the four-door-coupe-like design and its low stance, but once you’re in – and seated in anywhere in the vehicle – you’ll find yourself with good amounts of head, foot and leg room. As is the case with most passenger cars, you’ll want to be sure to have rear centre seat occupants for shorter drives only.

But the real story inside is how much cargo room there is, thanks to that sportback design. With the rear seats up, you’ll find yourself with close to 900 litres of cargo room. Fold those rear seats down (which are 40/20/40 split, by the way) and you’ll find yourself with over 1,700 L of cargo space. To put that into context, it means that Regal Sportback will easily swallow a pair of bicycles, lumber from Home Depot, or all your ski gear with some room to spare. It certainly proves that with a sportback design, buyers can indeed have their cake and eat it too.

The new Regal Sportback has two engine choices available: a 3.6 litre V6 reserved for the performance oriented GS trim and a 2.0 litre turbocharged four cylinder good for 250 horses and 295 pound feet of torque. This engine can be mated to all-wheel drive or front wheel drive, but the latter is limited to the base trim only. It’s interesting to note that if you do opt for front-wheel drive then you’ll get a nine-speed automatic. If you opt for all-wheel drive (which I suspect most Canadians will) then you get an eight-speed automatic instead.

On the road the first noticeable thing is how un-Regal like the drive is, meaning this new Regal feels tights, responsive and willing to be pushed in the corners. Regals of yesteryear prioritized comfort and coddling ahead of raw performance, but this is no longer the case. I would imagine the GS to be a fantastic performer in the bends if the regular Essance model is any indication. Even with those silence-centric tires, the Regal can still hold its own when pushed, though it should be noted that it can start to suffer from understeer if you go too hard. The eight-speed does a good job of staying out of the way for normal driving, but it does impede a but when you are driving more spiritedly as shifts aren’t as precise and sharp as I’ve experienced in other performance sedans.

The engine itself is decent largely thanks to the oodles of torque that are all-too-happy to slingshot you forward should you need more passing power or have suddenly turned into a drag racing character from The Fast and the Furious. Again, the transmission has some slight lag, but overall the Regal won’t let you down if you need to get somewhere in a hurry.

Official fuel consumption figures come in at 11.0 L/100 kms in the city and 8.0 highway. After a week of mixed driving I returned a rather surprising 12.4 L/100 kms. I can’t offer much of an explanation for why this figure is so far off from the official numbers. I only really pushed the Regal a couple of times to test out its performance credentials, the rest of the time I was content enough to let the Regal coddle me on the road thus inducing a more relaxed driving style. The Regal even comes with standard stop/start engine technology which cuts the engine off at a red light, for instance, and then automatically turns the engine back on once you’ve taken your foot of the brake. The obvious benefit would be to save even more fuel, but this didn’t seem to help out at all. The weight of the all-wheel drive system could play a role here, but overall I am fairly dumbfounded as to why I couldn’t return anything close to the official figures. And to highlight just how shocking its fuel consumption is, I was able to return 12.7 L/100 kms in my recent test of the behemoth known as the Chevrolet Suburban which sports a growly 5.3 litre V8.

Odd consumption figures aside, the new Regal is, without a doubt, the best version of itself yet. While I’m a bit butthurt that we are not allowed to have the wagon version, but turning the Regal into a sportback is just as good. If you’re looking for a quiet, comfortable ride that is willing to play in the corners every now and then, the Buick Regal is worth a spot on your test drive list.

You may have heard the commercials before. Mitsubishi is claiming to be the creator of the best selling plug-in SUV in the whole world with the Outlander plug-in hybrid electric vehicle (PHEV). It’s a bold claim. Though, in a sense, it really isn’t.

The fact of the matter is, Mitsubishi can likely only claim sales leader king in this marketplace because the market itself is scarce with competitors.

When comparing the Outlander PHEV to an apples to apples competitor, the only one that comes close is the Mercedes-Benz GLC 350e, which I reviewed earlier this year. Others in the segment include the likes of BMW, Volvo and Porsche. In other words, premium brands tend to be the dominant offering in the category, making the Mitsubishi the sole non-premium player in our market, which means a lower overall MSRP, which of course means more buyers are able to afford it over the competitors. That’s why Mitsubishi can claim to be sales king: it has the cheapest offering from the most mainstream brand. Sure, Mini has the Countryman E, but I would be on the side of arguing that it is also a premium brand, naturally. In any event, as is the case with most marketing campaigns, be sure to scrutinize the language.

But surely there must be more to the Outlander’s PHEV’s worth than it’s price point. I took one out for a week to find out.

As far as appearances go, the Outlander PHEV looks largely the same as the regular outlander. Only a few minor details give away its electrification. It has it’s own unique wheels design (a nice turbine-like style), two portholes; one on each side (one for gas, the other for electricity) and of course, PHEV badging. Otherwise it is your standard looking Outlander, which is to say, unique looking in its own right, though the design is certainly getting long in the tooth.

Inside, there are some noticeable changes not least of which is Mitsubishi’s clear desire to be a legitimate competitor amongst its premium-based peers in the segment. This is probably the swankiest Mitsubishi I have ever sat in thanks in-part to high quality chocolate leather seats, a unique and high-quality steering wheel (which looks and feels fantastic) along with the futuristic looking gear lever that admittedly looks odd, but fits quite perfectly in the palm of your hand. It is an electronic shifter and does the trick well, aside from when you put it in park via a button placed awkwardly in front of the shifter causing you to have to reach around on either side to access it. Mitsubishi tries to get away with a glossy piano black trim throughout to keep the premium feel going and to a degree it succeeds, though after some time you begin to realize that adding gloss black trim everywhere is akin to adding grey poupon to a wiener. Sure, it helps, but you’re still eating a wiener.

It comes equipped with Mitsu’s latest infotainment system efforts which project clear and colourful graphics. Its layout and response time is much improved over older systems. It is also Android Auto and Apple CarPlay compatible.

The Outlander always had good interior room and the PHEV version is no different. That’s because the batteries are located in the subfloor and between the front and rear axles, meaning there is zero intrusion to the interior. In that sense, you get the exact same practicality as a regular Outlander, which is indeed impressive. That means you’ll get over 2,200 L of room with a relatively flat load floor. The only difference is the height of the load floor itself which has been elevated slightly to make room for a cubby to store your charge connector. I’m happy to see manufacturers finding cleverer ways to hide the battery so that interior room and versatility aren’t compromised. Mitsubishi is a good example of successful implementation of that.

Power comes from a 2.0 litre four cylinder which produces 117 horsepower and 137 pound foot torque. Add in the power from the electric motors, which amount to 80 horsepower and 144 pound feet of torque (total figures are 197 horses and 281 pound foot torque) and you have yourself an SUV that isn’t shy to get moving when needed. It certainly isn’t blisteringly quick by any means but it is more than adequate power for most. The electric motors are “mounted at the front and rear axles to instantly supply torque on demand for incredibly responsive performance with agile four-wheel drive”, says Mitsubishi Canada. That means Mitsubishi can slap on its all-wheel control (Mitsu speak for all-wheel drive) badge on it and gives the Outlander PHEV a lot more credibility to wearing the SUV moniker. Thankfully, I have yet to experience any snow since March of this year (hoping to keep that streak going…forever), but it also meant I didn’t get much of a chance to try out this unique all-wheel drive system.

I did take the traction control off and did a bit of aggressive driving on the dirt roads around my fiancee’s farm, which the Outlander handled easily, but I think most Canadians would be interested in the system due to all the snow we get. Mitsubishi is proud to have created an SUV that still rides and acts like one and I didn’t see much indication that they might be wrong.

Charging is a relatively easy affair. Simply stick the charger into the porthole and voila. How long you wait for a full charge largely depends on what sort of voltage you are dealing with. If you are charging from a regular household outlet, you can expect charging to take around 12 to 14 hours. If you find yourself a 240 volt charge station you can cut that down to about two hours. Hint: go to Ikea where they have 240 volt charge stations available for free and you can easily kill two hours there.

Driving the Outlander PHEV makes for a relatively quiet and comfortable experience. It is certainly one of the most refined Mitsubishis I have ever driven, but I would stop short of calling it a premium drive. It doesn’t feel particularly nimble, the handling could be described as bland and the steering feels lazy at times. If you want an SUV it’s expected that sacrifices need to be made when it comes to performance, so some of these traits could be forgiven. If you want to have your cake and eat it too, the offerings from Porsche and Mercedes are likely to satisfy, but then you’re easily paying more than double the price.

The big reason why anyone would be considering the Outlander PHEV is due to its fuel consumption figures. Officially rated at 9.4 L/100 kms city and 9.0 highway, I was able to return 9.2 L/100 kms in combined driving. Compare that to the V6′s 12.0 L/100 kms in the city and there’s a decent amount of fuel savings to be had.

And the Outlander itself is a decent vehicle. It offers no impediments when it comes to versatility, and all-wheel drive and has a decent amount of tech to ensure you aren’t paying an arm and a leg in gas. Is it the best Mitsubishi can do? I don’t think so. But it is certainly on the right track and Mitsubishi can now claim some Canadian firsts in the process (from Mitsubishi Canada):

There’s something to be said for all of that. And there’s something to be said about the Outlander PHEV. In a word? Good.

Outlander PHEV Base Price: $42,998

Price As Tested: $49,998

Pros:

Comfortable and high quality materials inside

Good power on tap

Decent efficiency

Unimpeded passenger and cargo room

Cons:

High price for a Mitsubishi

Uninspiring drive

Platform/style is getting old

Immediate Competition:

Mini Cooper Countryman E

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You may have heard the commercials before. Mitsubishi is claiming to be the creator of the best selling plug-in SUV in the whole world with the Outlander plug-in hybrid electric vehicle (PHEV). It’s a bold claim. Though, in a sense, it really isn’t.

The fact of the matter is, Mitsubishi can likely only claim sales leader king in this marketplace because the market itself is scarce with competitors.

When comparing the Outlander PHEV to an apples to apples competitor, the only one that comes close is the Mercedes-Benz GLC 350e, which I reviewed earlier this year. Others in the segment include the likes of BMW, Volvo and Porsche. In other words, premium brands tend to be the dominant offering in the category, making the Mitsubishi the sole non-premium player in our market, which means a lower overall MSRP, which of course means more buyers are able to afford it over the competitors. That’s why Mitsubishi can claim to be sales king: it has the cheapest offering from the most mainstream brand. Sure, Mini has the Countryman E, but I would be on the side of arguing that it is also a premium brand, naturally. In any event, as is the case with most marketing campaigns, be sure to scrutinize the language.

But surely there must be more to the Outlander’s PHEV’s worth than it’s price point. I took one out for a week to find out.

As far as appearances go, the Outlander PHEV looks largely the same as the regular outlander. Only a few minor details give away its electrification. It has it’s own unique wheels design (a nice turbine-like style), two portholes; one on each side (one for gas, the other for electricity) and of course, PHEV badging. Otherwise it is your standard looking Outlander, which is to say, unique looking in its own right, though the design is certainly getting long in the tooth.

Inside, there are some noticeable changes not least of which is Mitsubishi’s clear desire to be a legitimate competitor amongst its premium-based peers in the segment. This is probably the swankiest Mitsubishi I have ever sat in thanks in-part to high quality chocolate leather seats, a unique and high-quality steering wheel (which looks and feels fantastic) along with the futuristic looking gear lever that admittedly looks odd, but fits quite perfectly in the palm of your hand. It is an electronic shifter and does the trick well, aside from when you put it in park via a button placed awkwardly in front of the shifter causing you to have to reach around on either side to access it. Mitsubishi tries to get away with a glossy piano black trim throughout to keep the premium feel going and to a degree it succeeds, though after some time you begin to realize that adding gloss black trim everywhere is akin to adding grey poupon to a wiener. Sure, it helps, but you’re still eating a wiener.

It comes equipped with Mitsu’s latest infotainment system efforts which project clear and colourful graphics. Its layout and response time is much improved over older systems. It is also Android Auto and Apple CarPlay compatible.

The Outlander always had good interior room and the PHEV version is no different. That’s because the batteries are located in the subfloor and between the front and rear axles, meaning there is zero intrusion to the interior. In that sense, you get the exact same practicality as a regular Outlander, which is indeed impressive. That means you’ll get over 2,200 L of room with a relatively flat load floor. The only difference is the height of the load floor itself which has been elevated slightly to make room for a cubby to store your charge connector. I’m happy to see manufacturers finding cleverer ways to hide the battery so that interior room and versatility aren’t compromised. Mitsubishi is a good example of successful implementation of that.

Power comes from a 2.0 litre four cylinder which produces 117 horsepower and 137 pound foot torque. Add in the power from the electric motors, which amount to 80 horsepower and 144 pound feet of torque (total figures are 197 horses and 281 pound foot torque) and you have yourself an SUV that isn’t shy to get moving when needed. It certainly isn’t blisteringly quick by any means but it is more than adequate power for most. The electric motors are “mounted at the front and rear axles to instantly supply torque on demand for incredibly responsive performance with agile four-wheel drive”, says Mitsubishi Canada. That means Mitsubishi can slap on its all-wheel control (Mitsu speak for all-wheel drive) badge on it and gives the Outlander PHEV a lot more credibility to wearing the SUV moniker. Thankfully, I have yet to experience any snow since March of this year (hoping to keep that streak going…forever), but it also meant I didn’t get much of a chance to try out this unique all-wheel drive system.

I did take the traction control off and did a bit of aggressive driving on the dirt roads around my fiancee’s farm, which the Outlander handled easily, but I think most Canadians would be interested in the system due to all the snow we get. Mitsubishi is proud to have created an SUV that still rides and acts like one and I didn’t see much indication that they might be wrong.

Charging is a relatively easy affair. Simply stick the charger into the porthole and voila. How long you wait for a full charge largely depends on what sort of voltage you are dealing with. If you are charging from a regular household outlet, you can expect charging to take around 12 to 14 hours. If you find yourself a 240 volt charge station you can cut that down to about two hours. Hint: go to Ikea where they have 240 volt charge stations available for free and you can easily kill two hours there.

Driving the Outlander PHEV makes for a relatively quiet and comfortable experience. It is certainly one of the most refined Mitsubishis I have ever driven, but I would stop short of calling it a premium drive. It doesn’t feel particularly nimble, the handling could be described as bland and the steering feels lazy at times. If you want an SUV it’s expected that sacrifices need to be made when it comes to performance, so some of these traits could be forgiven. If you want to have your cake and eat it too, the offerings from Porsche and Mercedes are likely to satisfy, but then you’re easily paying more than double the price.

The big reason why anyone would be considering the Outlander PHEV is due to its fuel consumption figures. Officially rated at 9.4 L/100 kms city and 9.0 highway, I was able to return 9.2 L/100 kms in combined driving. Compare that to the V6′s 12.0 L/100 kms in the city and there’s a decent amount of fuel savings to be had.

And the Outlander itself is a decent vehicle. It offers no impediments when it comes to versatility, and all-wheel drive and has a decent amount of tech to ensure you aren’t paying an arm and a leg in gas. Is it the best Mitsubishi can do? I don’t think so. But it is certainly on the right track and Mitsubishi can now claim some Canadian firsts in the process (from Mitsubishi Canada):

That vehicle in particular was a top tier Signature trim model which featured all the bells and whistles you could possibly get in a Mazda6, including the 2.5 litre turbocharged engine.

This time round I’ll be taking a closer look at the Mazda6 most in the segment are likely to buy: the mid-trim GS-L.

And when it comes to what you get in the mid-trim, most buyers might be pleasantly surprised. Take the exterior for instance. Even in the mid-trim you still get LED headlights and tail lights (with proper LED amber turn signals), rather decent looking 17-inch alloy wheels, a mesh grille and tasteful bits of chrome trim here and there to help it pop. My tester particularly stood out as the paint colour matched the colour of the alloys. One person even mentioned to me that it looked like a cop car (not entirely sure I agree with that one), but one thing is for sure, even in the mid-trim, the Mazda6 GS-L still stands out from the crowd.

Inside continues to impress. Sure, there’s no real wood trim and suede surfaces like in the Signature trim, but the design still looks contemporary, clean and even premium-like.

A lot of people think about Hyundai when it comes to value, and rightfully so, however I think Mazda may have a case to be made here too. For example, the list of features standard in the interior include an 8-inch touch screen, Bluetooth, dual-zone climate controls, a heated steering wheel, adaptive cruise control, blind sport monitoring, rear cross-traffic alert, lane keep assist, leather seats (with the driver’s side being 10-way power adjustable) and a moonroof. That list in and of itself sounds like it’s the fully loaded model we’re talking about, doesn’t it? Quite frankly, the only thing that gives away the fact that you’re not driving the fully loaded trim is the 17-inch wheels.

Of course, if you were to lift the hood to show people the engine bay, there would be another thing that would give away that this is the mid-trim – or more specifically, a lack of a feature would give it away: there’s no turbo.

That’s right, this is the same SkyActiv engine that the top trim gets, except it’s stripped of it’s turbo, which means it makes less power. Still, the 187 horsepower and 186 pound feet of torque matched to a six-speed automatic isn’t anything to sneeze at. At no point during my week and a half with the GS-L did I think “man, this thing could use more power”. And I’m a guy that certainly loves power. Sure, it doesn’t pull off the line with as much gusto as the turbocharged Signature trim does, but it’s smooth in its operation with the transmission and engine working together nicely. For the record, 0-100 times have the GS-L pegged at around 8.3 seconds. Also for the record, if you want the turbocharged engine in the GS-L, you can have it for an extra $2,000.

When I tried the turbocharged version, I mentioned a wish for the shifts to be a tad quicker, but I didn’t seem to experience this as much this time around; perhaps the turboless engine feels a bit more comfortable with the transmission. One thing that does remain is the odd noise the engine emits both at idle and during the drive. It does have a bit of a clattery sound to it, almost like a diesel, but not quite. It sort of sounds as if it’s running on an odd number of cylinders, such as a five cylinder. That odd noise penetrates the cabin quite easily when it is pushed, but remains quiet and largely out of the way when driving.

My fiancee and I decided to take a bit of an unexpected trip to PEI, which is about a four hour drive from Halifax, Nova Scotia. We were going to do the whole trip in a day, which meant eight-hours of driving, where I was the sole driver. Never was I so happy that the mid-trim came with so many nice creature comforts standard to make the long drive more comfortable and tolerable.

Highway driving is as good as the turbo, though the obvious advantage to the turbo is more passing power when you need it. The GS-L didn’t feel sluggish when passing, but it also didn’t feel particularly willing either. The engine and the transmission are clearly programmed with fuel efficiency in mind so taking up sudden bursts of power isn’t something the GS-L jumps at. Still, during the four hour drive, the GS-L felt comfortable, relatively quiet and unassuming. Thanks to some good dialled in steering and the overall feeling of assured solidness, our drive felt typically Mazda, that is to say, it felt engaged.

Once we got to PEI, we took a few twisty back roads so I could really test the zoom zoom factor, and again, while this isn’t a particularly quick vehicle, it certainly is among the best through the bends in this segment. Body roll is minimal and it isn’t until you get up to higher speeds where some slight understeer can be felt.

Perhaps one of the biggest reasons to take the normally aspirated engine over the turbocharged engine is the fuel efficiency advantage. Officially, the non-turbo is rated at 9.1 L/100 kms in the city and 6.7 highway. Compare that to the turbo’s numbers which are 10.0 in the city and 7.5 highway. In fact, when I drove the turbocharged 6 back in August, which included about 4 hours worth of straight highway driving, I returned an average of 9.2. The GS-L did much better at an average of 6.7, but keep in mind, that included eight hours of straight highway driving.

Those high hours of straight driving were great because of the standard features, and I mentioned value, but it is still certainly going to cost you. At $33,000 for the mid trim, where competitors keep their mid trims models a few thousand less. At that point you’re going to have to see where exactly is your bang for your buck.

But as far as the Mazda6 GS-L goes, regardless of price point, it remains an impressive mid-size family sedan to be sure, even when turboless.

That vehicle in particular was a top tier Signature trim model which featured all the bells and whistles you could possibly get in a Mazda6, including the 2.5 litre turbocharged engine.

This time round I’ll be taking a closer look at the Mazda6 most in the segment are likely to buy: the mid-trim GS-L.

And when it comes to what you get in the mid-trim, most buyers might be pleasantly surprised. Take the exterior for instance. Even in the mid-trim you still get LED headlights and tail lights (with proper LED amber turn signals), rather decent looking 17-inch alloy wheels, a mesh grille and tasteful bits of chrome trim here and there to help it pop. My tester particularly stood out as the paint colour matched the colour of the alloys. One person even mentioned to me that it looked like a cop car (not entirely sure I agree with that one), but one thing is for sure, even in the mid-trim, the Mazda6 GS-L still stands out from the crowd.

Inside continues to impress. Sure, there’s no real wood trim and suede surfaces like in the Signature trim, but the design still looks contemporary, clean and even premium-like.

A lot of people think about Hyundai when it comes to value, and rightfully so, however I think Mazda may have a case to be made here too. For example, the list of features standard in the interior include an 8-inch touch screen, Bluetooth, dual-zone climate controls, a heated steering wheel, adaptive cruise control, blind sport monitoring, rear cross-traffic alert, lane keep assist, leather seats (with the driver’s side being 10-way power adjustable) and a moonroof. That list in and of itself sounds like it’s the fully loaded model we’re talking about, doesn’t it? Quite frankly, the only thing that gives away the fact that you’re not driving the fully loaded trim is the 17-inch wheels.

Of course, if you were to lift the hood to show people the engine bay, there would be another thing that would give away that this is the mid-trim – or more specifically, a lack of a feature would give it away: there’s no turbo.

That’s right, this is the same SkyActiv engine that the top trim gets, except it’s stripped of it’s turbo, which means it makes less power. Still, the 187 horsepower and 186 pound feet of torque matched to a six-speed automatic isn’t anything to sneeze at. At no point during my week and a half with the GS-L did I think “man, this thing could use more power”. And I’m a guy that certainly loves power. Sure, it doesn’t pull off the line with as much gusto as the turbocharged Signature trim does, but it’s smooth in its operation with the transmission and engine working together nicely. For the record, 0-100 times have the GS-L pegged at around 8.3 seconds. Also for the record, if you want the turbocharged engine in the GS-L, you can have it for an extra $2,000.

When I tried the turbocharged version, I mentioned a wish for the shifts to be a tad quicker, but I didn’t seem to experience this as much this time around; perhaps the turboless engine feels a bit more comfortable with the transmission. One thing that does remain is the odd noise the engine emits both at idle and during the drive. It does have a bit of a clattery sound to it, almost like a diesel, but not quite. It sort of sounds as if it’s running on an odd number of cylinders, such as a five cylinder. That odd noise penetrates the cabin quite easily when it is pushed, but remains quiet and largely out of the way when driving.

My fiancee and I decided to take a bit of an unexpected trip to PEI, which is about a four hour drive from Halifax, Nova Scotia. We were going to do the whole trip in a day, which meant eight-hours of driving, where I was the sole driver. Never was I so happy that the mid-trim came with so many nice creature comforts standard to make the long drive more comfortable and tolerable.

Highway driving is as good as the turbo, though the obvious advantage to the turbo is more passing power when you need it. The GS-L didn’t feel sluggish when passing, but it also didn’t feel particularly willing either. The engine and the transmission are clearly programmed with fuel efficiency in mind so taking up sudden bursts of power isn’t something the GS-L jumps at. Still, during the four hour drive, the GS-L felt comfortable, relatively quiet and unassuming. Thanks to some good dialled in steering and the overall feeling of assured solidness, our drive felt typically Mazda, that is to say, it felt engaged.

Once we got to PEI, we took a few twisty back roads so I could really test the zoom zoom factor, and again, while this isn’t a particularly quick vehicle, it certainly is among the best through the bends in this segment. Body roll is minimal and it isn’t until you get up to higher speeds where some slight understeer can be felt.

Perhaps one of the biggest reasons to take the normally aspirated engine over the turbocharged engine is the fuel efficiency advantage. Officially, the non-turbo is rated at 9.1 L/100 kms in the city and 6.7 highway. Compare that to the turbo’s numbers which are 10.0 in the city and 7.5 highway. In fact, when I drove the turbocharged 6 back in August, which included about 4 hours worth of straight highway driving, I returned an average of 9.2. The GS-L did much better at an average of 6.7, but keep in mind, that included eight hours of straight highway driving.

Those high hours of straight driving were great because of the standard features, and I mentioned value, but it is still certainly going to cost you. At $33,000 for the mid trim, where competitors keep their mid trims models a few thousand less. At that point you’re going to have to see where exactly is your bang for your buck.

But as far as the Mazda6 GS-L goes, regardless of price point, it remains an impressive mid-size family sedan to be sure, even when turboless.

There are some vehicles that are appealing without any real reason. Take the Chevrolet Suburban for example. There’s something quite appealing about it.

It could be the fact that, during my time with the latest iteration of the big beast, people seemed to assume I was a police officer in an unmarked police vehicle. That sure helped to clear the left lane of slow pokes and to clear the path ahead in general. It also made everyone around me behave themselves.

It could also be that this is the type of vehicle typically used to chauffeur celebrities and politicians. In fact, Prime Minister Justin Trudeau relies on a big black Suburban to get around.

Whatever it is, this is a type of vehicle that has appeal. And while this version of the Suburban is starting to reach the end of its life cycle, it still has certain elements that keep it fresh.

Starting with the exterior, the design largely stays the same, though my tester added black bow ties and badging to the exterior paint (which appropriately enough is just called ‘black’), and it was also fitted with the RST Edition package which, among other things, includes 22-inch wheels that catch the attention of pretty much everyone. They are the best looking wheels of the lot to choose from, and believe me, there are plenty of rims to choose from. My only real gripes about the looks are what you get for the price. For close to 90 grand, I’d expect all lighting to be LED. In fact, only the tail lights are LED. The brake lights and turn signals are incandescent and while the headlights are at least HID, that’s an old form of lighting technology. I mean, even Toyota Corollas get standard LED headlights these days.

Inside you’ll find a tastefully simplistic design. My tester came with optional cocoa perforated leather surfaces which made for plush, comfortable seating, which is both heated and cooled. There’s also a heated steering wheel, a head up display, and a suite of safety features including blind spot monitoring and adaptive cruise control. All the controls are logically laid out and easy to use.

As you’d expect in a vehicle of this size, the Suburban offers mass amounts of room for all passengers and lots of cubbies for storage. The storage between the centre console, for instance, could probably fit a whole Thanksgiving Day turkey.

But perhaps the biggest reason why someone might buy a vehicle this big is for hauling stuff. Even with all three rows up seats upright, the Suburban can still swallow over 1,100 litres of stuff, which is around what you’d get in a typical vehicle with the seats down. With all the seats down, you’ll find yourself in position of a stadium with close to 3,500 litres of space available. In other words, don’t worry about packing a tent for camping, just use the Suburban itself as shelter. One issue is the height of the tailgate, which means you have to lift heavier items up more than usual and the load floor itself is quite high as well.

Now, despite the fact that my tester checked off the RST Edition package (RST stands for Rally Street Truck, believe it or not), it gets the same engine as any other Suburban. This package is largely cosmetic. However, if you opt for the Tahoe RST, you’ll get the bigger 6.2 litre V8 mated to a 10-speed automatic. And that bad boy is one hell of an engine. But Suburban drivers will get a 5.3 litre V8 good for 355 horsepower and 383 pound foot torque mated to a six-speed automatic. From the numbers alone, the cheaper Tahoe would seem to have the advantage and I can’t really understand why GM wouldn’t fit out the Suburban with RST package the same way. Still, it’s not as if this V8 is incompetent, in fact it’s power delivery is smooth and linear, but with more weight to carry, the bigger V8 would presumably suit it better. As such, 355 horsepower carrying the Suburban’s gross vehicle weight of 7500 pounds means the Suburban can at times feel sluggish. If you’re going to assign a name as descriptive as ‘Rally Sport Truck’, the drive should at least be suitable to the name.

And since we’re talking about rallying, the Suburban is clumsy in the corners. Again, no one should expect a vehicle of this size to take a corner like a Porsche Cayman, but then why go and make a supposed RST Edition? The Suburban is meant to coddle its passengers in comfort, not spill their coffee. Justin Trudeau and Justin Beiber can’t hop out of their chauffeured rides looking like they had a fight with a coffee machine, after all.

But even with those sizeable 22-inch rims, comfort remains top of mind for all passengers and, having driven its close siblings, the Yukon and Escalade, the ride feels largely the same. I suppose that could be chalked up as a win for the Suburban considering both the Yukon and Escalade command higher premium pricing. However, don’t mistake the Suburban as some sort of Buick-like experience. It’s still based on a truck platform which means it largely drives like a big truck. That means turning the vehicle takes more effort, even though the steering wheel itself is largely light in its feel when operated. It also means you get a column shifter and shoving the shifter into park might be one of the more satisfying things to do in the Suburban.

It could certainly benefit from a few more aids for parking. It has a clear review camera, but for this price it would be nice to have a 360 degree view camera and/or different camera angles to choose from. And those tiny side mirrors certainly don’t do much of anything to help.

Back onto the road, on the highway specifically, the Suburban’s smooth ride is reassuring though its large mass is noticeable when attempting to keep it in its lane. Its span almost reached the entire width of a standard lane. But highway driving also gives the engine its chance to show off its party piece which is to appropriately, actively and inconspicuously go from running on eight cylinders to four. This is smart tech. Why do I need to be running on all cylinders when I don’t need to? The only indication that you’ve suddenly lost half your cylinders is if you look down onto the dash which displays an icon that now says V4 instead of V8. I’ve experienced this technology in other vehicles from other manufacturers before and I don’t think anyone else’s tech is as refined and as unnoticeable as the tech in GM’s.

And it works too. The Suburban is rated at 15.3 L/100 kms city and 10.3 highway. In a week’s worth of real world mixed driving, I was able to return 12.7 L/ 100 kms. There are vehicles that are much smaller, much lighter, with smaller displacement engines that can get around the same mileage. When you consider the heft and size of the Suburban, it is truly an impressive feat. If you opt for a rear wheel drive model, you’ll get even better efficiency ratings along with better tow ratings; 8,300 pound towing capacity compared to the four-wheel drive version’s 8,000 pound capacity. But if you’re in Canada, trust me, get the four wheel drive version.

Or, alternatively, get the Tahoe version. The bigger and better 6.2 litre is available with the same awesome looking RST wheels, and it’s cheaper. One couldn’t exactly call it small either. But if hauling people and stuff is something you do more often than not, than the Suburban offers, truck-like capability with comfortable road manners, relatively good fuel consumption numbers and more.

And if you get it in black, people will either think your’e a cop or important enough to be driving a politician around. Nice.

Suburban Base Price: $58,090

Price As Tested: $85,060

Pros:

Still a looker

Mass amounts of room for people or cargo

Comfortable drive, truck like when you need it (column shifter!)

Surprisingly easy on gas

Cons:

6.2 engine not available

Can be clumsy and cumbersome around town

Tiny side mirrors are fairly useless

Where’s the LED lighting tech?

Immediate Competition:

Ford Expedition MAX

GMC Yukon XL

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There are some vehicles that are appealing without any real reason. Take the Chevrolet Suburban for example. There’s something quite appealing about it.

It could be the fact that, during my time with the latest iteration of the big beast, people seemed to assume I was a police officer in an unmarked police vehicle. That sure helped to clear the left lane of slow pokes and to clear the path ahead in general. It also made everyone around me behave themselves.

It could also be that this is the type of vehicle typically used to chauffeur celebrities and politicians. In fact, Prime Minister Justin Trudeau relies on a big black Suburban to get around.

Whatever it is, this is a type of vehicle that has appeal. And while this version of the Suburban is starting to reach the end of its life cycle, it still has certain elements that keep it fresh.

Starting with the exterior, the design largely stays the same, though my tester added black bow ties and badging to the exterior paint (which appropriately enough is just called ‘black’), and it was also fitted with the RST Edition package which, among other things, includes 22-inch wheels that catch the attention of pretty much everyone. They are the best looking wheels of the lot to choose from, and believe me, there are plenty of rims to choose from. My only real gripes about the looks are what you get for the price. For close to 90 grand, I’d expect all lighting to be LED. In fact, only the tail lights are LED. The brake lights and turn signals are incandescent and while the headlights are at least HID, that’s an old form of lighting technology. I mean, even Toyota Corollas get standard LED headlights these days.

Inside you’ll find a tastefully simplistic design. My tester came with optional cocoa perforated leather surfaces which made for plush, comfortable seating, which is both heated and cooled. There’s also a heated steering wheel, a head up display, and a suite of safety features including blind spot monitoring and adaptive cruise control. All the controls are logically laid out and easy to use.

As you’d expect in a vehicle of this size, the Suburban offers mass amounts of room for all passengers and lots of cubbies for storage. The storage between the centre console, for instance, could probably fit a whole Thanksgiving Day turkey.

But perhaps the biggest reason why someone might buy a vehicle this big is for hauling stuff. Even with all three rows up seats upright, the Suburban can still swallow over 1,100 litres of stuff, which is around what you’d get in a typical vehicle with the seats down. With all the seats down, you’ll find yourself in position of a stadium with close to 3,500 litres of space available. In other words, don’t worry about packing a tent for camping, just use the Suburban itself as shelter. One issue is the height of the tailgate, which means you have to lift heavier items up more than usual and the load floor itself is quite high as well.

Now, despite the fact that my tester checked off the RST Edition package (RST stands for Rally Street Truck, believe it or not), it gets the same engine as any other Suburban. This package is largely cosmetic. However, if you opt for the Tahoe RST, you’ll get the bigger 6.2 litre V8 mated to a 10-speed automatic. And that bad boy is one hell of an engine. But Suburban drivers will get a 5.3 litre V8 good for 355 horsepower and 383 pound foot torque mated to a six-speed automatic. From the numbers alone, the cheaper Tahoe would seem to have the advantage and I can’t really understand why GM wouldn’t fit out the Suburban with RST package the same way. Still, it’s not as if this V8 is incompetent, in fact it’s power delivery is smooth and linear, but with more weight to carry, the bigger V8 would presumably suit it better. As such, 355 horsepower carrying the Suburban’s gross vehicle weight of 7500 pounds means the Suburban can at times feel sluggish. If you’re going to assign a name as descriptive as ‘Rally Sport Truck’, the drive should at least be suitable to the name.

And since we’re talking about rallying, the Suburban is clumsy in the corners. Again, no one should expect a vehicle of this size to take a corner like a Porsche Cayman, but then why go and make a supposed RST Edition? The Suburban is meant to coddle its passengers in comfort, not spill their coffee. Justin Trudeau and Justin Beiber can’t hop out of their chauffeured rides looking like they had a fight with a coffee machine, after all.

But even with those sizeable 22-inch rims, comfort remains top of mind for all passengers and, having driven its close siblings, the Yukon and Escalade, the ride feels largely the same. I suppose that could be chalked up as a win for the Suburban considering both the Yukon and Escalade command higher premium pricing. However, don’t mistake the Suburban as some sort of Buick-like experience. It’s still based on a truck platform which means it largely drives like a big truck. That means turning the vehicle takes more effort, even though the steering wheel itself is largely light in its feel when operated. It also means you get a column shifter and shoving the shifter into park might be one of the more satisfying things to do in the Suburban.

It could certainly benefit from a few more aids for parking. It has a clear review camera, but for this price it would be nice to have a 360 degree view camera and/or different camera angles to choose from. And those tiny side mirrors certainly don’t do much of anything to help.

Back onto the road, on the highway specifically, the Suburban’s smooth ride is reassuring though its large mass is noticeable when attempting to keep it in its lane. Its span almost reached the entire width of a standard lane. But highway driving also gives the engine its chance to show off its party piece which is to appropriately, actively and inconspicuously go from running on eight cylinders to four. This is smart tech. Why do I need to be running on all cylinders when I don’t need to? The only indication that you’ve suddenly lost half your cylinders is if you look down onto the dash which displays an icon that now says V4 instead of V8. I’ve experienced this technology in other vehicles from other manufacturers before and I don’t think anyone else’s tech is as refined and as unnoticeable as the tech in GM’s.

And it works too. The Suburban is rated at 15.3 L/100 kms city and 10.3 highway. In a week’s worth of real world mixed driving, I was able to return 12.7 L/ 100 kms. There are vehicles that are much smaller, much lighter, with smaller displacement engines that can get around the same mileage. When you consider the heft and size of the Suburban, it is truly an impressive feat. If you opt for a rear wheel drive model, you’ll get even better efficiency ratings along with better tow ratings; 8,300 pound towing capacity compared to the four-wheel drive version’s 8,000 pound capacity. But if you’re in Canada, trust me, get the four wheel drive version.

Or, alternatively, get the Tahoe version. The bigger and better 6.2 litre is available with the same awesome looking RST wheels, and it’s cheaper. One couldn’t exactly call it small either. But if hauling people and stuff is something you do more often than not, than the Suburban offers, truck-like capability with comfortable road manners, relatively good fuel consumption numbers and more.

And if you get it in black, people will either think your’e a cop or important enough to be driving a politician around. Nice.

That’s the question. Volkswagen has been called upon for a while now to offer something North Americans feel they need: a lot of space in a rugged SUV package.

The Touareg did its best to fit the bill, but its relative small size, lack of third row seating and extra premium pricing turned off North American buyers.

So Volkswagen made a vehicle specific to North American tastes and “needs” (I put needs in quotations because I’m skeptical as to whether or not we actually need vehicles like these).

But regardless of my personal feelings, Volkswagen claims it has delivered.

Firstly, the exterior styling is largely successful in incorporating the Volkswagen corporate design language. There’s no mistaking it for anything else, and there’s even no mistaking it for any other Volkswagen. The big bold grille matched with standard LED headlights give it a good measure of road presence and while attractive in design, the 18-inch wheels fitted to my tester looked positively tiny on this big body Volkswagen (20s are available in the higher trim levels). Out back, sharp looking tail lights (matched with amber turn signals no less!) and chrome trim help to complete the look.

If you’ve ever been in a modern day Volkswagen, you’ll immediately be able to familiarize yourself. This isn’t necessarily a bad thing as controls are logically laid out and well within an easy reach of the driver. My lower trim Comfortline tester still came equipped with decent features including three-zone climate control, autonomous braking, adaptive cruise control, blind sport monitoring and keyless entry. Apple CarPlay and Android auto is available as well. The infotainment system is operated through a crisp and clear touchscreen display and it seems to respond to commands on the first try. The only downside is this screen shows finger prints like crazy.

The quality of materials are high for the most part, though in the mid-trim Comfortline, hard plastics can be found here and there.

But let’s get to the reason why you might even be considering this behemoth of a Volkswagen: interior room. There’s plenty of it, including big cup holders and lots of cubby holes in the doors and throughout. The second row seats offer good space and comfort as well, and third row passengers will do fine if they are youngin’s, though moderately sized adults would be able to make due for shorter journeys. With all rows of seats up, there’s still plenty of room for some groceries and if you fold all them down, you’ll gain a space so vast that you’ll want to sell your camping tent in favour of the Atlas’ load floor.

There are two engine options available: 2.o turbocharged four cylinder and a 3.6 litre V6. Which engine you get is entirely dependent on if you opt for front-wheel drive or all-wheel drive. The turbo four is for front-wheel drive models while the V6 is paired to all-wheel drive models. My tester was fitted with Volkswagen’s famous 4Motion all-wheel drive system, therefore I had the V6′s 276 horses to play with. The thing is, the Atlas weighs about as much as a small church so acceleration is far from blistering in its delivery. This engine seems to prefer relaxed, smooth acceleration over brute power and urgency. While it emits a pretty decent sound when pushed, this engine is more about sophistication and overall quietness. The eight-speed automatic shifts quickly to boot.

The Atlas is a wide vehicle and it feels it on the road. Getting the Atlas through twisty corners can be a tad trying with light steering feel and slight body roll, but it will still push through with relatively good confidence. That light steering helps for tricky parking maneuvers, but I’d prefer a bit more feel to it when driving in the corners.

The Atlas is more of a highway star. That tightened steering feel that I want for the corners seems to occur at higher speeds, giving confidence to the driver. It also is solid at high speeds and, in typical German vehicle fashion, makes it easy to go beyond the speed limit without noticing. Still, set the adaptive cruise control and you’re in for a pleasant and comfortable road trip. The only real issue I noticed was a fair amount of wind noise and a cabin that should be a bit quieter considering the Atlas’ price tag.

I didn’t get much chance to try out the all-wheel drive system but it’s worth mentioning how this system works, for those of you looking for traction prowess in the winter. There are clutches set up in the rear to grab within milliseconds of a slip detection to give you instant traction. This torque is sent from the front wheels and is seamless in its delivery. Also, when at a stop then going onto the throttle, all-four wheels are pre-engaged. That means quicker off the line traction, where most other systems wait for slippage to be detected before engaging the all-wheel drive system. There are different selectable drive modes to choose from which allows you to select the type of terrain you’re on. Yes, there is a snow specific drive mode to choose from – a feature all Canadians would be happy to have.

Fuel consumption figures officially come in at 13.1 L/100 kms city for the V6 and 10.1 highway. Through mixed driving, I was able to return a pretty decent 10.8 combined. Considering the size and weight, that is rather impressive to be sure.

And as far as big SUVs go the Volkswagen’s first real attempt into the foray also impresses. It’s a big vehicle that’s easy to live with day to day and offers great cargo space, a comfortable and tame ride along with an all-wheel drive system that’s among the best in the business. My tester’s Comfortline trim is likely to be the most popular, and for that you get a good amount of standard tech and features to boot.

Atlas at last, indeed.

Atlas Base Price: $35,960

Price As Tested: $44,290

Pros:

Handsome exterior styling

Good standard features on lower trims

Excellent all-wheel drive system

Smooth ride

Good cargo capacity

Cons:

Larger wheels only available on top trims

Not the quickest vehicle off the line

More cabin noise than desired

Light steering feel

Immediate Competition:

Buick Enclave

Chevrolet Traverse

Dodge Durango

Ford Explorer

Honda Pilot

Hyundai Santa Fe XL

Mazda CX-9

Nissan Pathfinder

Subaru Ascent

Toyota Highlander

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Atlas, at last?

That’s the question. Volkswagen has been called upon for a while now to offer something North Americans feel they need: a lot of space in a rugged SUV package.

The Touareg did its best to fit the bill, but its relative small size, lack of third row seating and extra premium pricing turned off North American buyers.

So Volkswagen made a vehicle specific to North American tastes and “needs” (I put needs in quotations because I’m skeptical as to whether or not we actually need vehicles like these).

But regardless of my personal feelings, Volkswagen claims it has delivered.

Firstly, the exterior styling is largely successful in incorporating the Volkswagen corporate design language. There’s no mistaking it for anything else, and there’s even no mistaking it for any other Volkswagen. The big bold grille matched with standard LED headlights give it a good measure of road presence and while attractive in design, the 18-inch wheels fitted to my tester looked positively tiny on this big body Volkswagen (20s are available in the higher trim levels). Out back, sharp looking tail lights (matched with amber turn signals no less!) and chrome trim help to complete the look.

If you’ve ever been in a modern day Volkswagen, you’ll immediately be able to familiarize yourself. This isn’t necessarily a bad thing as controls are logically laid out and well within an easy reach of the driver. My lower trim Comfortline tester still came equipped with decent features including three-zone climate control, autonomous braking, adaptive cruise control, blind sport monitoring and keyless entry. Apple CarPlay and Android auto is available as well. The infotainment system is operated through a crisp and clear touchscreen display and it seems to respond to commands on the first try. The only downside is this screen shows finger prints like crazy.

The quality of materials are high for the most part, though in the mid-trim Comfortline, hard plastics can be found here and there.

But let’s get to the reason why you might even be considering this behemoth of a Volkswagen: interior room. There’s plenty of it, including big cup holders and lots of cubby holes in the doors and throughout. The second row seats offer good space and comfort as well, and third row passengers will do fine if they are youngin’s, though moderately sized adults would be able to make due for shorter journeys. With all rows of seats up, there’s still plenty of room for some groceries and if you fold all them down, you’ll gain a space so vast that you’ll want to sell your camping tent in favour of the Atlas’ load floor.

There are two engine options available: 2.o turbocharged four cylinder and a 3.6 litre V6. Which engine you get is entirely dependent on if you opt for front-wheel drive or all-wheel drive. The turbo four is for front-wheel drive models while the V6 is paired to all-wheel drive models. My tester was fitted with Volkswagen’s famous 4Motion all-wheel drive system, therefore I had the V6′s 276 horses to play with. The thing is, the Atlas weighs about as much as a small church so acceleration is far from blistering in its delivery. This engine seems to prefer relaxed, smooth acceleration over brute power and urgency. While it emits a pretty decent sound when pushed, this engine is more about sophistication and overall quietness. The eight-speed automatic shifts quickly to boot.

The Atlas is a wide vehicle and it feels it on the road. Getting the Atlas through twisty corners can be a tad trying with light steering feel and slight body roll, but it will still push through with relatively good confidence. That light steering helps for tricky parking maneuvers, but I’d prefer a bit more feel to it when driving in the corners.

The Atlas is more of a highway star. That tightened steering feel that I want for the corners seems to occur at higher speeds, giving confidence to the driver. It also is solid at high speeds and, in typical German vehicle fashion, makes it easy to go beyond the speed limit without noticing. Still, set the adaptive cruise control and you’re in for a pleasant and comfortable road trip. The only real issue I noticed was a fair amount of wind noise and a cabin that should be a bit quieter considering the Atlas’ price tag.

I didn’t get much chance to try out the all-wheel drive system but it’s worth mentioning how this system works, for those of you looking for traction prowess in the winter. There are clutches set up in the rear to grab within milliseconds of a slip detection to give you instant traction. This torque is sent from the front wheels and is seamless in its delivery. Also, when at a stop then going onto the throttle, all-four wheels are pre-engaged. That means quicker off the line traction, where most other systems wait for slippage to be detected before engaging the all-wheel drive system. There are different selectable drive modes to choose from which allows you to select the type of terrain you’re on. Yes, there is a snow specific drive mode to choose from – a feature all Canadians would be happy to have.

Fuel consumption figures officially come in at 13.1 L/100 kms city for the V6 and 10.1 highway. Through mixed driving, I was able to return a pretty decent 10.8 combined. Considering the size and weight, that is rather impressive to be sure.

And as far as big SUVs go the Volkswagen’s first real attempt into the foray also impresses. It’s a big vehicle that’s easy to live with day to day and offers great cargo space, a comfortable and tame ride along with an all-wheel drive system that’s among the best in the business. My tester’s Comfortline trim is likely to be the most popular, and for that you get a good amount of standard tech and features to boot.